Currently, the rise of China has led its development history into a particular stage. With the economic interests spreading to every part of the world and facing a tighter external constraint, China has to make a geo-strategic breakthrough urgently. As the structural defect remains in the comprehensive strength of China, its global strategy should be firstly deployed in Eurasia, which has been the center of the world political arena. As the first attempt that China has made to reshape Eurasia in the new geographical and historical situation, the "One Belt and One Road" Initiative has pointed out a geographic direction for China's global strategy in the 21st century. The two "Silk Roads" run through the rimland of southern Eurasia and the heartland of central Eurasia, connecting almost total strategic pivots in this continent from east to west spatially. Its successful implementation will endow China with the ability to create the strategic position of Eurasia, greatly improve China's external security environment and expand its interests borderland. From the spatial dimension and the time dimension, this paper analyzes the geo-strategic meaning of the "One Belt and One Road" Initiative, predicts the four possible geo-strategic risks in its enforcement and summarizes its five geographic pivots. Based on these, the authors try to sketch the contours of the "One Belt and One Road" geo-strategy.

当前中国已经发展到一个特定历史节点,在经济利益已经遍布世界的同时,必须面对日渐趋紧的外部约束,因此亟须在国际上实现战略突破。欧亚大陆是世界政治舞台的中心,在综合国力尚存结构性缺陷之际,中国的全球战略应围绕欧亚大陆率先展开部署。“一带一路”为21世纪中国国家大战略指明了地理方向,是中国在新的地理历史条件下融入欧亚大陆的第一次尝试。在空间上,“一带一路”分别从欧亚大陆中部心脏地带和南部边缘地带,从东向西把这块大陆上的主要战略枢纽区串连了起来,其成功实施将赋予中国作为重要力量参与欧亚大陆战略态势的基本能力,并极大优化中国外部安全环境。从时间和空间两个维度分析“一带一路”的地缘战略内涵,预测“一带一路”建设中可能遇到的四大战略风险,提出“一带一路”的五大地理支点,勾勒出“一带一路”地缘战略的总体轮廓。

<p>The Belt and Road Initiative (B&R) is aimed at building a multi-faceted, multi-dimensional, and a compositely interconnected network. The B&R orderly accelerates the free flow of economic factors across the area and further increases the integrated efficiency of regional economic resources in the B&R region, which has significant influence on reshaping the political and economic landscape of Eurasia and optimizing the geopolitical environment around China. Based on the complex network theory and the geostatistical analysis, this research focuses on the topological features and the spatial structure of the B&R trade network and the proximity of its nodes, by building a database and applying the related techniques, such as ArcGIS, Pajek, and Stata. The main conclusions are as follows: (1) The trade network in the B&R region is a small world and scale-free network. It keeps growing and follows the optimum selection rules, which means the new nodes preferably connect with the existing nodes of higher degree in the network. (2) Countries in the B&R trade network display the typical core-periphery hierarchical character. China plays a leading role in promoting industrial upgrading and economic development for these countries. (3) The structure of the B&R trade network shows a "mixed" structure, including both the hub-spoke and the fully-connected modes. The spatial heterogeneity among different kinds of centralities is significant. (4) The extended gravity model can better explain the B&R trade network. There exist the "Powers' Effect" and the "Geographical Proximity Effect" in the trade relationship. In the B&R trade network, scientific and language proximity are the most important forces. Institutional proximity shows a significantly negative effect, while cultural proximity shows a relatively weak effect. As a result, China should develop diverse policies that are based on different spatial levels, enhance the trade with the neighbouring countries first, and then to the distant ones and their surrounding areas; leverage the advantage of scientific and language proximity to promote the trade with other countries, and strengthen the cultural infiltration along the B&R region.</p>

“一带一路”倡议致力于构建全方位、多层次、复合型的互联互通网络,沿线国家之间相互贸易形成的网络有利于加速经济要素跨区域的自由流动,进一步提升“一带一路”区域经济资源的整合效率,对重塑欧亚大陆政经版图和优化中国地缘环境具有重大影响。采用复杂网络和地统计方法,借助GIS、Pajek、Ucinet和数据库等技术手段,对“一带一路”贸易网络的拓扑性质、空间结构以及节点的邻近性深入研究。主要结论有：① “一带一路”沿线国家贸易网络具有小世界和无标度性质,遵循增长性和择优选择;② 沿线国家贸易具有典型的“核心—边缘”等级性,中国对沿线国家产业升级和经济发展具有引领和带动作用;③ 贸易网络是“混合型”结构,呈现枢纽辐射式为主、全连通式并存的联系模式,不同中心性空间分布差异显著;④ 拓展引力模型对“一带一路”沿线国家贸易网络具有较强的解释力,贸易关系存在大国效应和地理邻近效应,科研邻近和语言邻近是重要的推动力,制度邻近的影响呈显著负相关,文化邻近的正向作用相对较弱。因此,中国宜遵循“由近及远”的原则,重点强化对邻近国家的贸易渗透,再加强对沿线重点国家的贸易辐射,进而向重点国家的周边地区拓展,从不同空间层次制定差异化政策,发挥科研和语言邻近的推动作用,强化对沿线国家的文化渗透。

Economic cooperation is one of the priority areas in the "Belt and Road Initiative" proposed by China. It is important to examine the characteristics and patterns of development of trade between China and countries in the "Belt and Road Initiative" area, for achieving "unimpeded trade" and promoting economic prosperity and regional cooperation. Under this background, this article reviews the changing trend of commodity structure of trade between China and countries in the "Belt and Road Initiative" area, and analyzes the commodity structure and pattern, based on the revealed comparative advantage index (RCA), sensitive industry identification method, and k-medium value clustering. The results show that the commodity structure of China's export to these countries has improved, while import has been more centralized with increasing share of energy. Second, the main products that China exports to these countries are mechanical equipment and textiles and garments, while the main products that China imports are mostly energy, textiles and garments, and mechanical equipment. Third, sensitive industries involved in China's exports include clothing and shoes, nonmetallic minerals, transportation equipment and so on, and those involved in China's imports are mainly ores, energy, and some primary processed products. Fourth, at the provincial level, eastern, central, and some western provinces that do not share border with other countries, are mainly connected to Southeast Asia, West Asia, and Middle East, while western and northern border provinces are mainly dependent on trade with neighboring countries in the area, and have more ties with Central Asia, South Asia, and Mongolia-Russia. Most eastern provinces, central provinces, and several fast-growing western provinces are mainly exporting mechanical equipment, while most northwestern provinces are mainly exporting clothing. On the other hand, energy is the main product imported to Qinghai, Xinjiang, Liaoning, Heilongjiang, and other eastern provinces, while ores and metal products are main imported to most western provinces.

经贸合作是&#x0201c;一带一路&#x0201d;建设的重点内容之一。研究中国与&#x0201c;一带一路&#x0201d;沿线国家的经贸合作演变特点及格局,对于促进沿线各国经济繁荣与区域经济合作,实现&#x0201c;贸易畅通&#x0201d;具有重要意义。本文在文献回顾的基础上,基于大量的数据分析,梳理了2001年以来中国与沿线国家贸易的商品结构演化历程,并采用显性比较优势指数、敏感性行业度量及k值聚类算法等,对中国与沿线国家贸易商品结构及格局进行了深入分析。研究结果显示：①中国对沿线国家的出口商品结构有所优化,进口商品结构日趋集中,能源及劳动密集型产品比重上升;②中国与沿线国家贸易的商品结构与各国出口优势行业基本一致;③中国与经济规模相对较小且产业结构较为单一的国家存在一些敏感性行业,出口方面涉及服装鞋帽、矿物制品及交通运输设备等,进口主要涉及能源、矿砂及一些资源初级加工品;④由于国内各省发展差距明显,中国出口商品的空间连续性较差。

There is an increasing international consensus that the Belt and Road Initiative (BRI) affords a platform for increasingly more countries to explore new international economic governance mechanisms and new development paths. In the meantime, neoliberal globalization has arrived at a crossroads, while anti-globalization voices are louder and practices more frequent since the 2008 global financial crisis, challenging the future of globalization at the scale of the world as a whole. Against this background, political elites and scholars increasingly see the BRI as a possible alternative and new globalization path and, in particular, as a path towards inclusive globalization. Based on a brief review of the process and mechanisms of global economic expansion, and a critique of neoliberal globalization, this article tries to use the vision and actions proposed by the BRI to develop the concept of inclusive globalization. The article suggests that inclusive globalization involves at least the following dimensions: a better and more powerful role of state as a mediator to ensure social justice and stability; correcting the duration mismatch in financial markets and provision of more patient capital to finance infrastructure development, productive activities, and real services in economically less-developed countries and regions; encouraging countries to choose and experiment with development paths that best fit their national conditions and values; enabling all stakeholders to participate equally in globalization; and protecting cultural diversity while promoting economic globalization. Although these dimensions are not sufficient to delineate in detail inclusive globalization, they at least point to several directions for future research on the topic and may offer some support for discursive construction of the BRI.

中国政府提出的“一带一路”倡议正在成为世界上越来越多国家共同探索国际经济治理新机制的一个平台。与此同时,以新自由主义为旗帜的经济全球化已经走到“十字路口”,逆全球化的声音不绝于耳,如何推动全球化进一步发展已成为世界性挑战。在此背景下,越来越多的政治精英和学者认为“一带一路”将引领新型全球化道路,其中一个重要的探索方向就是包容性全球化。本文在简要剖析经济全球扩张的历程及其机制并揭示新自由主义全球化局限性的基础上,结合“一带一路”的实践活动,提出了包容性全球化的核心内涵,包括国家应发挥好“调节者”的角色、解决资本市场“期限错配”的问题、选择适合国情的发展道路、保障各方平等地参与全球化,以及在经济全球化过程中保护文化多元性。尽管这些内涵还不足以精确地定量刻画包容性全球化,但可为后续研究提供一些借鉴的方向,也为“一带一路”建设提供了理论思考的方向。

随着全球化深入发展,全球生产网络已经成为协调和组织全球生产活动最主要的组织平台。共建“一带一路”倡议的提出标志着包容性全球化时代的到来,中国也将更快速、深入地融入全球生产网络中。在此背景下,“一带一路”沿线地区内部是否形成了较强的生产网络联系,中国在其中的参与程度又如何,是一个非常有意义的研究议题。论文基于全球生产网络视角,运用投入产出分析、增加值分解以及网络分析等方法,开展了定量研究。结果表明：① 研究期内,“一带一路”区域内部生产网络联系强度不断提升;② 中国在“一带一路”生产网络价值流动中处于核心和首位地位,且首位优势不断增强;③ 中国获取增加值空间分布上,呈现出东高西低、东南集聚的空间特征,东南亚是中国获取增加值的最主要来源地;④ 中国从“一带一路”沿线国家最终品中获取增加值效率较低,面临着“低端锁定”的困境,价值捕获能力亟待进一步提升。因此,中国应加大空间整合力度,最大化与“一带一路”区域的生产合作,同时进行由增量到提质的发展方式转型,提升增加值获取效率,为中国经济发展找到新的增长点。

The Belt and Road Initiative—where the "Belt" stands for the Silk Road Economic Belt and the "Road" stands for the 21st Century Maritime Silk Road—is a call of China for new modes of regional economic cooperation under the trend of development of economic globalization. It targets at promoting orderly and free flow of economic factors, efficient allocation of resources, and deep integration of markets; enabling the countries along the Belt and Road to achieve economic policy coordination and carry out broader, deeper, and more efficient economic cooperation; and jointly building an open, inclusive, and balanced regional economic cooperation architecture. Thus the Belt and Road Initiative is an alternative road to further economic globalization, but contains ideas that are different from the past, that is, the spirit of the Silk Road—"peace and cooperation, openness and inclusiveness, mutual learning and win-win." Based on such an understanding, this article first analyzes the general background of the Belt and Road Initiative against economic globalization and the changing configurations of the world, and then discusses the Initiative's spatial connotation by revealing its multi-scalar and trans-scalar characteristics. The article points out that the Belt and Road Initiative is a national strategy, rather than a regional strategy, to coordinate all-around opening of China to the world and promote further integration of the country into the global economy. Last, the article suggests several research themes in geography that are brought about by the Belt and Road Initiative, including geopolitical studies, geography of countries of the region to explore cooperation opportunities, foreign direct investment theories advanced by the Belt and Road Initiative, and optimization of transcontinental transportation.

&#x0201c;一带一路&#x0201d;指&#x0201c;丝绸之路经济带&#x0201d;和&#x0201c;21世纪海上丝绸之路&#x0201d;,是中国为推动经济全球化深入发展而提出的国际区域经济合作新模式。其核心目标是促进经济要素有序自由流动、资源高效配置和市场深度融合,推动开展更大范围、更高水平、更深层次的区域合作,共同打造开放、包容、均衡、普惠的区域经济合作架构。&#x0201c;一带一路&#x0201d;框架包含了与以往经济全球化完全不同的理念,即&#x0201c;和平合作、开放包容、互学互鉴、互利共赢&#x0201d;,这正是丝绸之路文化内涵的体现。本文分析了&#x0201c;一带一路&#x0201d;战略与经济全球化及世界格局变化的关系;剖析了其空间内涵,认为&#x0201c;一带一路&#x0201d;具有多重空间内涵和跨尺度特征,是统筹中国全面对外开放的国家战略。最后,提出了推进&#x0201c;一带一路&#x0201d;建设为地理学提出的几个重要议题,包括地缘政治、国别地理、对外直接外资理论、交通运输优化组织等。

海洋运输网络结构健壮性与运输效率密切相关,也是海洋运输系统抗干扰能力的具体表现。目前的海洋运输网络健壮性研究主要基于集装箱班轮运输网络开展,忽略了货运船舶的多态性。针对上述问题,本文利用2015年全球海洋货物运输船舶自动识别系统（Automatic Identification System, AIS）数据,构建了包含港口中转停留信息的全球海洋货物运输网络,然后从原油、集装箱、散货三种货物运输模式网络入手,证明其结构符合幂律分布,并采用随机性攻击和蓄意攻击策略,分析了三种网络在不同攻击策略下的破碎过程。结果表明：① 与基于集装箱班轮起止港口信息构建的运输网络相比,利用货运船舶AIS数据构建的运输网络更完整地反映了全球海洋运输格局和过程;② 不同货运网络结构健壮性存在巨大差异,散货运输网络最健壮,其次为原油运输网络,集装箱运输网络最脆弱;③ 小规模的蓄意攻击会对集装箱运输网络完整性产生较大的影响,而对散货运输网络和原油运输网络完整性影响较小。研究成果可为港口规划、航线设计与优化以及建立更可靠的海洋运输网络体系提供参考和决策支持。

为探究近年来全球集装箱海运网络脆弱性的变化趋势,提出了研究网络脆弱性变化度的分析思路和量化方法.基于2004和2014年两个年度的世界主要集装箱班轮公司航线分布数据,将相关港口按节点度大小排序后以1%~10%的比例逐步删除,选择删除前后的网络平均度,网络聚类系数,网络孤立节点比例,网络平均距离和网络效率等特征值的变化率作为量化指标;提出了网络压力测试方法,由此求出各特征值对网络脆弱性的影响权重及贡献值,进而得到了在设定攻击规模内集装箱海运网络脆弱性变化的量化值.研究结果表明:在蓄意攻击下,近10年的全球集装箱海运网络的脆弱性呈变差趋势;当攻击规模为整体网络的10%以内时,网络脆弱性的变差幅度约为6.1%.研究成果对于深化港口地理学研究具有重要意义,其分析思路和方法对其他领域的网络脆弱性变化趋势研究也可提供借鉴.

Whether they thrive as they grow must be determined for all constantly expanding networks. However, few studies have focused on this important network feature or the development of quantitative analytical methods. Given the formation and growth of the global container-shipping network, we proposed the concept of network temporal robustness and quantitative method. As an example, we collected container liner companies' data at two time points (2004 and 2014) and built a shipping network with ports as nodes and routes as links. We thus obtained a quantitative value of the temporal robustness. The temporal robustness is a significant network property because, for the first time, we can clearly recognize that the shipping network has become more vulnerable to damage over the last decade: When the node failure scale reached 50% of the entire network, the temporal robustness was approximately -0.51% for random errors and -12.63% for intentional attacks. The proposed concept and analytical method described in this paper are significant for other network studies.

为研究海上丝绸之路集装箱海运网络的脆弱性,对沿线集装箱港口及挂靠航线进行了统计,构建了海上丝绸之路集装箱海运网络,以随机攻击和蓄意攻击两种方式分别对网络的平均度、孤立节点比例、聚类系数、平均路径长度、网络效率和最大连通子图相对大小等反映网络连通性特征值的变化进行了研究。结果表明&ldquo;丝路&rdquo;海运网络在受到随机攻击时较为&ldquo;强壮&rdquo;,在受到蓄意攻击时相对脆弱。经进一步挖掘,揭示了蓄意攻击下网络开始崩溃和完全崩溃的临界点,并据此指出了需重点保护的枢纽干线港;结合地理特征,分析了&ldquo;丝路&rdquo;中主要海上通道通航受阻时网络连通性的变化,发现马六甲海峡、台湾海峡、曼德海峡及苏伊士运河对网络的脆弱性影响最为显著。为进行风险评价,分析了&ldquo;丝路&rdquo;网络脆弱性形成因素和抗毁性机制,并提出了相应的抗毁性评价方法,经计算得出南亚为&ldquo;丝路&rdquo;网络中抗毁性最薄弱的区域。最后,结合地缘风险分析,提出了相应的对策和建议。本研究对于认清&ldquo;丝路&rdquo;海运网络的脆弱性及风险控制方法,保障其互联互通,具有重要的理论意义和应用价值。

The Malacca Strait, the Suez Canal and the Panama Canal are the main channels in the global container shipping network. As the dependence of the world economy on container shipping constantly increases and terrorism wantonly spread, research of the impact of main channel interruption on the global container shipping network and China container shipping is of great significance in analyzing the vulnerability of the global container shipping network, establishing and improving the security mechanism of the global economy operation and guaranteeing unobstructed container shipping between China and other regions. To study the impact, we performed a statistical analysis of all ports and shipping lines that are operated by the top 100 container shipping companies in 2015, which occupy 93% of the global container shipping capacity. The results indicate that there are 2827 shipping lines and 734 ports in the global container shipping network. Based on the statistics, we calculated the change rates of network average degree, isolated-node proportion, clustering coefficient, network average shortest-path length and network efficiency of the network when the main channels are attacked respectively. The average of the change rates of the network's metrics are 5.61%, 3.50% and 1.89% when the Malacca Strait, the Suez Canal and the Panama Canal are attacked respectively. So the network is sensitive to the three main channels, and the Malacca Strait is the most influential channel, followed by the Suez Canal and the Panama Canal. At the same time, we analyzed the impact on China container shipping by combining the characteristics of global marine geography. The node degrees of 12, 6 and 6 ports in China decrease when the main channels are attacked respectively, and the network shortest-path lengths between the affected ports in China and other ports in the world increase in varying degrees, so the transport efficiency decreases obviously. Finally, to guarantee unobstructed container shipping between China and other regions, we present the alternative shipping lines by detour transportation or sea-land multimodal transportation according to different main channels, and make corresponding policies from the maritime security perspective.

为研究马六甲海峡、苏伊士运河及巴拿马运河等主航道受到攻击时对全球集装箱海运网络的影响,在统计全球集装箱班轮航线及挂靠港的基础上,分别计算三大主航道中断背景下海运网络的网络平均度、孤立节点比例、聚类系数、网络平均距离和网络效率的变化;结合地理特征分析了上述情况对中国集装箱海运产生的影响。研究表明：全球集装箱海运网络对三大主航道的畅通性十分敏感,影响最大的是马六甲海峡,其次是苏伊士运河;当三大主航道遭受攻击时,中国港口与国际其他港口间的网络距离产生了不同程度的增加,网络效率明显下降。为维系中国港口与全球其他港口间运输的畅通,讨论了替代航线,并从保障海运安全的角度提出了相应的对策。

将世界集装箱班轮运输划分为18个海运区域,根据17家主要班轮公司593个港口的航线连接数据统计18个海运区域间的航线连接情况,构建以连接频率为权重的加权世界集装箱海运网络.结合优势流分析和显著流分析对海运网络的层次结构进行研究,结果表明世界集装箱海运网络具有明显的层次性,可分为四层.各层次区域之间存在海运联系且不同层次的区域在网络中具有不同的作用,第一层次海运区域处于核心地位,第二层次及第三层次的部分海运区域的中介性较强.在此基础上,进一步探讨东亚和西北欧两个核心区域与其他区域的相对海运距离,分析海运区域间的内在联系.

Since the beginning of the 21st century, many coastal cities of Chinese mainland have been transformed into port cities, with obvious regional characteristics of ports and new competitive and cooperative relations in port development. This paper describes the regionalization characteristics of China's coastal container port system since 1985 from the aspects of scale structure and shipping network by using the rank-size rule and complex network model. The results show that: (1) The port system is becoming perfect and the scale structure is in a good order. The evolution of port system can be divided into three stages: low-level equilibrium, obvious centralization and relative decentralization. Container transport is forming regional agglomeration and intra-group diffusion around world-class hub ports. (2) The small-world characteristics of the port shipping network have been strengthened, and the network characteristics of different types of port routes have changed significantly. The hub port has declined in depth and the transfer function has been rising;The changes of large-scale ports are relatively complicated, more than half of the large-scale ports in the hinterland have obvious characteristics and weak transit function. Local ports are polarized, and most of the ports are diversified in the depth, breadth and radiation capacity of the route network. and a few of ports have shrunk in many ways. (3) The inherent characteristics of port regionalization are more evident in the logistics network with liner routes as the carrier. The hub-spoke characteristics of the network are strengthened, and the transport efficiency of the whole port network is greatly improved. From the perspective of the strongest connection of shipping network based on UCINET, the coastal container port network transformed from a structure of local networks coexisting with several ports pairs to a double-layer hub-spoke structure, which has upgrade the development of port linkage. Regional shipping network and port group have space dislocation rather than one-to-one correspondence.

21世纪以来,中国大陆众多沿海城市纷纷转型为港口城市,港口区域化态势明显,港口发展呈现新的竞合关系。运用位序-规模法则与复杂网络模型,从规模结构、航运网络两方面刻画1985年以来中国大陆沿海集装箱港口体系的区域化特征。结果表明：① 港口体系日趋完善,位序-规模分布更加明显;发展演化呈低级均衡,明显集中化及相对分散化三个阶段,围绕世界级枢纽港形成区域集聚和群内扩散的空间格局。② 港口航运网络小世界特征得到强化,不同类型港口航线网络特性变化差异明显。枢纽港以广度上升深度下降、中转功能上升为主;大型港口变化较为复杂,超过一半的大型港口腹地引致特征明显,中转功能较弱;地方港呈现两极分化态势,大部分港口在航线网络深度、广度与辐射能力等多方面得到提升,少部分港口则明显萎缩。③ 以班轮航线为载体的物流网络推动港口区域化内在联系更加紧密,轴-辐特征得到强化,整个网络效率大为提升。从社会网络分析软件（UCINET）呈现的最强联系航线看,沿海集装箱航运网络已由局部网络转变为统一的双层轴-辐网络,全国性的港口网络联系水平大幅提升,区域航运网络与港口群存在空间错位而非一一对应。

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.

建设海上航运通道和国际航海运输网络,增强国际联系与基础设施互联互通,是构建“21世纪海上丝绸之路”（简称“海丝之路”）的基本条件。基于1995年、2005年、2015年的中国集装箱航运数据,论文运用枢纽度模型、复杂网络方法以及赫希曼—赫芬达尔指数等分析工具,重点分析了中国与“海丝之路”沿线国家的航运网络空间格局。研究表明：① 国际航运网络特征：1995-2015年中国与“海丝之路”沿线国家的联系范围扩大;国际航线分布呈现集中化趋势和距离衰减特征;首位联系国家保持稳定,首位联系港口在同一个国家内部变动较大;② 国内航运网络特征：中国通往“海丝之路”沿线国家的国际航海运输枢纽形成,网络层级结构明显,由一主一副的双中心（香港港、上海港）向四中心（上海港、宁波港、深圳港、香港港）发展,且上海港—宁波港航线重合度较高,竞争激烈,香港港部分航线转移到深圳港,形成错位发展;国内港口和航线分布呈现分散化的特点,航线南退北进,体现在西南沿海地区的港口退出“海丝之路”航运网络、珠三角港口地位的下降、长三角港口地位的上升、环渤海地区逐渐与“海丝之路”沿线国家建立起直接联系;枢纽港口对外联系方向较为集中,但已出现分化,除了新加坡港外,巴生港、丹戎帕拉帕斯港、科伦坡港等港口与中国联系紧密;③ 整体上,“海丝之路”沿线航运网络经历了发育阶段、等级化阶段、网络化阶段的发展演化,受全球化、运输技术变革、地缘政治—经济演变等因素的影响。