<p>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.</p>

基于全球生产网络理论和地理尺度关联思想,本文构建了一个多尺度相统一的港航服务业空间组织理论分析框架。归纳演绎表明,在全球尺度上,受经济全球化、技术变革、产业组织变革和国家/地方（政府）战略响应等多层级因素与机制的相互影响,少数枢纽港口城市成为港航服务业集聚发展的主要节点,其产业结构重心由运输仓储类向代理与技术服务类、高级服务类逐次转移;在城市尺度上,受港航服务业不同行业的内在属性以及城市不同区位的禀赋特性的共同作用,从中心向外围总体呈现高级服务类—代理与技术服务类—运输仓储类圈层式分布格局。以上述框架为指引,依据近20年来上海市港航服务业企业数据,对其结构演替与格局演化进行了实证分析。统计分析表明,1996-2014年运输仓储类、代理与技术服务类和高级服务类企业数占企业总数比率分别由77.81%、20.15%和2.04%变动为47.78%、46.20%和6.03%,产业结构明显向价值链高端攀升。圈层、热点分析和核密度估计显示,运输仓储类企业近郊区化布局趋势逐步强化;代理与技术服务类企业中心集聚明显,跳跃式扩散初显;高级服务类企业高度中心极化,外围温点初步发育。由此进一步分析了影响结构演替和布局演化的宏观与微观机制。

As a result of fundamental developments in economy, technology, and society the location behaviour of economic actors is changing. Traditional boundaries no longer hold. One category of locations confronted with these changes is seaports. Port-related activities are increasingly located in secondary centres at a distance from the port, resulting in the development of a ‘port network’. The rise of port networks is considered a new stage in the development of ports. To cope with the transition towards the new stage, port authorities need to revise their strategy. In this paper, the development of port networks is considered as an example of new spatial patterns and organisational structures in a borderless world. The factors behind the rise of port networks are identified and the contours of a new port strategy outlined. The theoretical model is illustrated by the case of Rotterdam.

The port, the key link of the water transportation and the node of amphibious transportation, has a prominent significance. Therefore, the spatial relation between harbor and city has covered many aspects of port city. Taking the port-city and the urban spatial relation which depends on port as the research subject of this paper, through contrasting the similarities and differences in the domestic and foreign researches and the research characteristics of geography, urban science and other different disciplines, the pattern-process-mechanism of the port-city spatial relations is grasped. The paper also discusses the port-city spatial model, spatial growing rule and historical development of cities and ports, and the main arguments in the researches on the domestic and foreign port-city spatial relations. Finally, the development process and other aspects are summarized and appraised, and the prospect and the trend of development are clarified. Suggestions for future research are also proposed.

港口作为水运的中心环节和水陆交通节点，本身空间意义突出。因此，港口与城市的空间联系涵盖了港口城市的诸多方面。将港口与其所依托城市的空间关系作为主题，通过对比国内外研究异同和地理学、城市科学等不同学科研究特色，把握港城空间关系演变的过程&mdash;格局&mdash;机理。分别从港&mdash;城空间模型、港口与城市空间成长规律及其机理、港口演化与城市兴衰的历史地理解析、港与城的空间融合及空间规划、港口发展新因素对城市的空间影响等方面解析国内外港口与城市空间联系研究的发展脉络和主要论点，总结现有研究的基本范畴和理论范式，最后在分析现有研究不足的基础上展望相应研究趋向，为今后的港口与城市空间联系研究提供一个分析架构。

The popularization of container transport technology impacts greatly the development of container port system whose evolution theory focuses the influence of technology on spatial and temporal changes of port system, which is of important significance to the construction of port. Based on the review of research progress, we integrate the theoretical model of container port system proposed by Hayuth and Notterboom, in light of the newest characters and developing mechanism of port system in the world, and design an revised theoretical model of container port system which is divided into five spatial-temporal developing stages, including pre-containerization, introduction and experiment of technology, popularization of technology and centre of throughput, hub port, diffusion and offshore hub, regionalization of port. We describe the spatial characteristics of container port system in each developing stage in detail. Its last two developing stages are diffusion and offshore hub and regionalization result from the integrated effect of five aspects, including local restriction of hub port, change of container shipping network, integration of modern logistics resources, inland distribution network and inland terminal, macro-control of the Central Government and market mechanism of port construction. Then, we choose the Yangtze River Delta as a case study, and analyze the evolving process of container port system, especially its changes of spatial characteristics and developing mechanism, to validate the theoretical model of container port system.

Coastal ports have become a geographic hub between global production chains and local network links under the promotion launched by globalization and world industrial transfer. At the same time, port development evolution affects economic development of hinterland, when promotes the transportation system itself and spatial evolution. Firstly, this paper proposes the conception and connotation of harbor spatial effect from the angle of economic geography. The dynamical structure and forming elements are elaborated from three angles including port's potential energy, port-hinterland gravitation and action passageway. Secondly, the paper establishes the measurement model based on the dynamical structure of harbor spatial effect. Thirdly, the index of harbor spatial effect is calculated with the sample of coastal ports of east China by using the measurement model of harbor spatial effect. The study chooses port throughput, container throughput and foreign trade throughput to show the distribution pattern of transport spatial effect from port alongside the coast to hinterland, while it also chooses the city industry of port, foreign trade and financial indicators to show the distribution pattern of non-transport effect from port alongside the coast to hinterland. Furthermore, compared with the characteristics and differences of different districts, the accuracy and maneuverability of the model is testified. The results indicate that the model can nicely identify port economic spatial effect of different cases in macro-scale. The model has a guiding significance for revealing the location essence of port, comparing the tendency of approaching the port in different districts and describing the space connection of urban region system in port-hinterland city.

在全球化和世界产业转移浪潮推动下，沿海港口已成为全球生产链条与地方网络链接的地理枢纽。与此同时，港口发展演化在推动港口自身运输体系及港口空间演化的同时，对腹地经济发展产生重大影响。首先，从经济地理学视角，提出海港空间效应的概念及其内涵，从港口势能、港—腹引力、作用通道三个方面阐述海港空间效应的动力结构和形成要素。其次，以海港空间效应的动力结构为理论依据，建立海港空间效应的测度模型。最后，以我国东部沿海港口为研究样本，运用海港空间效应测度模型，得到海港空间效应指数。以港口吞吐量、集装箱吞吐量、外贸吞吐量为指标表征沿海港口对腹地的运输效应分布格局，以港口城市工业、对外贸易和金融指标表征沿海港口对腹地的非运输效应格局，对不同区域特点和差异进行比较分析，验证模型的准确性和可操作性。结果表明，模型可较好地从宏观尺度识别不同港口及其腹地的港口经济空间效应，对于揭示港口的区位本质，比较不同区域的临港化倾向，刻画港口—腹地型城市地域系统的空间联系具有指导意义。

The Yangtze River port system is an important support for the Yangtze River Economic Belt (YREB). First, this article investigates the historical development of the Yangtze River port system. The results show that with the gradual overlapping of water transfer hinterlands and water-land transfer hinterlands, the port system has experienced five stages of development so far: the origin and emergence of the ports, the sprout of the port system, the preliminary formation of the port system, the final formation of the port system, and the upgrading of the port system. Based on empirical evidence, the article summarized the formation mechanism of the port system of the Yangtze River. It is believed that the main mechanism of the formation of the port system is the long-term competition for water transfer hinterlands and water-land transfer hinterlands, especially the competition for water transfer hinterlands. Competition of ports for transit hinterlands increasingly deepens and broadens over time. According to the basic pattern of the port system formation and development revealed by the theoretical and empirical research, policy discussions are put forward concerning the development of the Yangtze River port system and the comprehensive transportation system of the Yangtze River Economic Belt.

长江沿岸港口体系是长江经济带的重要支撑。本文首先对自古以来长江沿岸港口体系的形成发展过程进行了科学实证,发现港口体系经历了&#x0201c;港口的起源与产生&#x02014;港口体系萌芽&#x02014;港口体系雏形&#x02014;港口体系形成&#x02014;港口体系升级&#x0201d;5个阶段。依据实证分析,对长江沿岸港口体系的形成机制进行了归纳演绎,认为相关港口对水水中转和陆水中转腹地的长期相互竞争是导致港口体系形成的主要机制,其中对水水中转腹地的竞争尤为关键,而港口对中转腹地的竞争随时间推移不断向更深层次更广领域推进。最后从政策层面,对长江沿岸港口体系和长江经济带综合运输体系建设的若干问题进行了讨伦。

The competitiveness of seaports is predominantly affected by factors external to the ports themselves, connected mainly with the quality of the hinterland and foreland infrastructure. Measures taken in these areas are reflected in the main objectives of the port strategies. Concurrently, the measures may have adverse environmental impacts (pollutant emissions, noise, land occupancy, etc.) and deteriorate the life quality of the port city’s communities. Therefore, measures taken by seaport authorities to improve their competitiveness must also heed the idea of sustainable development (sustainable port strategy). The answer to this challenge is the idea of green ports, being an element of the corporate social responsibility (CSR) strategies of seaports. One of the elements of this concept is promoting more environmentally friendly transport modes/transport chains in serving the hinterland as an alternative to road transport. Inland shipping is the most environmentally friendly and also cost-competitive mode of transport. Therefore, a modal shift from road to inland waterways is one of the elements of the European Union sustainable transport policy, as well as also gaining importance in the development policies of seaport authorities as an element of a green port strategy. However, this issue has been relatively rarely addressed in the seaport economics literature. In particular, there has been a lack of studies that would make it possible to answer the question of what kind of action should be taken by seaport authorities in order to increase the share of inland shipping in hinterland transport. This article aimed to develop a concept of a promotion policy to be applied by seaport authorities to increase the share of inland shipping in hinterland transport. The study used the elements of a multiple case study design method which included the following seaports: Antwerp, Rotterdam, Hamburg, and the Marseilles–Fos port complex. This article was dedicated to identifying, analyzing, and classifying the policies implemented by these European seaports to promote inland waterway transportation. The research showed that these actions were quite similar in terms of their scope. The actions were classified as external and internal initiatives. The most common external actions included initiatives that improved the quality of inland waterways and the quality of shipping connections with the hinterland. Internal initiatives focused on improving the port’s infrastructure for barges and on implementing an appropriate information policy. The presented concept of a promotion policy can be a road map for all port authorities aiming to improve the quality of inland shipping as a mode of hinterland transport.

Based on the bibliometric tool—CiteSpace, this article analyzed the research institutions, research teams, research hotspots and research stages of Chinese Port Geography, and summarized the general characteristics of Chinese Port Geography research. The study found that Chinese Port Geography has achieved a rapid development and the research methods and contents of Chinese Port Geography are diversified increasingly, some of the emerging research perspectives such as shipping companies and shipping networks, green low-carbon ports etc, are starting to rise, and become an important research direction of Port Geography gradually, besides that there is a lack of close cooperation and high academic consensus between research institutions in Chinese port geography. Finally, focusing on the discipline development of Port Geography and the needs of national strategy, we discussed the future development trend of Chinese Port Geography from the following 5 aspects: to improve the concept and basic category of port geography; to expand the theoretical innovation research in a global perspective; to strengthen the mechanism exploration based on microscopic perspective; to discuss the practical and theoretical exploration of disciplinary integration and to intensify a policy and practical exploration for national strategy.

基于CiteSpace文献计量工具对中国港口地理学的研究机构、研究团队、研究热点及研究阶段进行分析，总结中国港口地理研究的总体特征。研究发现：中国港口地理学实现快速发展，研究方法和研究内容日趋多元化，航运企业与航运网络、绿色低碳港口等新视角开始发轫，逐渐成为港口地理学的重要研究方向；但中国港口地理学研究机构之间尚缺乏紧密的合作关系。最后，围绕港口地理学的学科发展及国家战略需求，从完善港口地理学概念及基本范畴、扩展全球视野创新理论研究、立足微观视角强化机理探究、学科融合的理论与实践探索、面向国家战略强化政策与实践探索5个方面探讨中国港口地理学未来发展趋势。

This study attempts to integrate the hinterland evolution of seaports and inland ports into a unified research framework. The field strength model is used to divide the direct hinterland scope of the main seaports and inland ports in the Yangtze River Delta (YRD) in 2001, 2008 and 2016. Afterward, this study analyzes the evolution characteristics, and summarizes the hinterland evolution influence mechanism of the two leading ports with the most significant evolution - Shanghai port and Ningbo port. The research outcomes reveal that: (1) There are significant differences in the comprehensive influence and traffic accessibility of each port, and there are also changes in their ranking. (2) Due to the port cluster of YRD involving seaports and inland ports, the high value areas of field strength are concentrated in Shanghai, Ningbo and Lianyungang ports. (3) Significant difference is found in the scope of direct hinterland, but the overall spatial pattern shows no great change. The most dramatic change is that the expanding hinterland scope of Ningbo port basically comes from the shrinking hinterland scope of Shanghai port. The potential reason is that the further expansion of Shanghai port is indirect hinterland of river-sea shipping rather than direct land hinterland. On the contrary, Ningbo port expands the direct land hinterland. (4) The endowment differences between two ports lead to different hinterland evolution mechanisms and various types of port groups. Limited by water depth, Shanghai port depends more on developed freight forwarding system, cross provincial strategic alliance, capital investment on inland ports along the Yangtze River and other market mechanisms. Furthermore, with the intergovernmental cooperation, tax relief and deregulation, Shanghai port gradually establishes a relatively loose port community, which strengthens the control of the source of goods and further expands the indirect hinterland based on river-sea shipping. (5) Ningbo port, with advantageous port resources, leans heavily on administrative power of Zhejiang provincial government to integrate the port resources in jurisdiction, which forms a relatively close port community. This action contributes to alleviating cargo flow saturation and improving traffic accessibility. In the meantime, Ningbo port gradually sets up the chain of dry port, by which it expands the direct land hinterland to Zhejiang jurisdiction.

本文尝试将海港和内河港的腹地范围演化纳入统一的研究框架。运用场强模型划分2001年、2008年和2016年长三角主要海港和内河港口的直接腹地范围,分析其演化特征,总结演化最显著的两大龙头港口——上海港和宁波港的腹地演化影响机制。结果表明：① 港口场强分布特征是以三大海港为龙头形成三大高场强集聚区。② 港口直接腹地演化最明显的特征是宁波港扩张的腹地范围基本来自上海港收缩的腹地范围。③ 上海港的直接腹地范围不断被宁波港袭夺是因为上海港通过市场主导和行政协调的机制,扩展了沿着长江布局的内河港口群水水中转的间接腹地,而非直接陆地腹地;相反,宁波港主要依靠行政机制和逐渐强化的市场力量,使直接陆地腹地范围逐渐延展到浙江全省。

In this paper, we investigated the characteristics of the scale distribution of the Bohai port system and analyzed its mechanism using the rank-size law and the kernel density method. The port cargo throughput and the container throughput over the recent 30 years were used as an indicator. Some results were obtained as follows: (1) The port system in the Bohai Rim has some characteristics of rank-size distribution, but there are significant differences in the rank-size distribution of ports in different stages and on different scales, and the port regionalization is becoming more and more clear. (2) The number of non-scale areas of the rank-size distribution of the port cargo throughput increases first and then decreases, and the single fractal is transformed into a two-fractal structure. Regional port system has experienced four stages: (a) balanced development of ports with high rank order, (b) breakthrough of small and medium ports, (c) differential development of large, medium and small ports, and (d) port integration under the competition and cooperation of hub ports. The change track of the rank-size distribution of the port container throughput has also experienced four stages: (a) external segmentation development, (b) formation of the hub port and the integration of emerging ports, (c) large scale of feeder port, and (d) integration of the container network. They are consistent on the development node. The concentration and decentralization of ports are interwoven. The total goods throughput is decentralized earlier than the container transport, and the dispersion trend of the total throughput is relatively obvious. (3) There are three characteristics of the port rank-size evolution in the Bohai Rim: (a) The dominant role of large ports is obvious under physical and economic geography. (b) The regionalization and competitive pressures force port cooperation and promote port to achieve self-organizing coordination. (c) The output characteristics and the transformation of the energy promote the rapid growth of emerging ports.

运用位序—规模法则与核密度方法,以近30年来各港口货物吞吐量及集装箱吞吐量为主要指标,刻画环渤海地区港口体系的规模分布特征,分析其作用机制。结果表明：① 总体看,环渤海地区港口体系具有一定位序—规模分布特征,但不同阶段、不同规模的港口在位序分布上出现明显分化,港口区域化特征愈发明显。② 港口货物吞吐量位序—规模分布的无标度区数量先增后减,最终由单分形变为双分形结构。区域港口体系经历了高位序平衡发展、中小港口突破、大中小港口差异化发展、枢纽港竞合下的港口融合四个阶段。港口集装箱吞吐量位序—规模分布的变化轨迹呈现外接式分割发展、枢纽港形成及新兴港口融入、支线港大型化和集装箱网络整合四个阶段。两者在发展节点上基本吻合;港口集中化与分散化交织进行,货物总吞吐量的分散化早于集装箱运输,分散趋势较为明显。③ 环渤海地区港口体系位序—规模演化的作用机制突出表现为自然经济地理约束下的大港口主导作用明显、区域化和竞争压力倒逼港口合作并推动港口实现自组织协调、能源输出特征及转型推动新兴港口快速成长三方面。

It has been acknowledged that the port system is of great significance to the regional development and even to land development. The port system has been the focus of port geography research. In fact, the evolution and dynamic mechanisms of regional container port system are promoting traditional research on port system. The authors selected 31 container ports in the Pearl River Delta (PRD) to analyze the evolution of the container port system by describing their overall development and centralized or decentralized processes during the period 1970-2013, especially focusing on the deduction of the theoretically evolving model and revealing evolving mechanisms. The result showed that the evolution of container port system in the PRD region presented both concentration and deconcentration patterns. We concluded a theoretical model of container port system which is divided into five stages according to different features and spatial patterns, including origin single-core structure, isolated dual-core structure, polarized-core hub structure, dual-core hub port structure, and multi-core co-development structure. The result also showed that port system in the PRD completed its containerization and evolution under the integrated influence of five factors, including physical conditions, industrial structure and international trade, technological progress, shipping and terminal market, and policy and institution. However, each factor has different influences on the development of container port system in different periods. This study not only enriches the theory on port system, but also provides guidance for container port construction in the PRD.

港口体系的发展对区域发展乃至国土开发有着重要的意义,一直是港口地理的研究核心,而区域性集装箱港口体系的演化规律及动力机制是港口体系理论的内涵提升。选取珠江三角洲的31个港口为样本,以1970-2013年为研究时段,采用集装箱港口数量、吞吐量等长时间序列数据,刻画了珠江三角洲集装箱运输的总体发展与集散趋势,分析了集装箱港口体系的演化过程,重点凝练演绎其演化模型,并揭示其动力机制。研究发现：珠江三角洲集装箱港口体系的演化过程呈现集中化和分散化两种发展趋势,并经历了特点各异与格局明显不同的5个发展阶段,形成了“原始单核结构→孤立双核结构→极核枢纽结构→双核枢纽结构→多核发展结构”的演化模型;珠江三角洲集装箱港口体系是在众多影响因素综合作用下实现“港口集装箱化”的演化过程,包括自然条件、经济产业、技术条件、港航市场、政策和制度等,各因素在不同时期的影响程度有所差异。该研究有助于完善港口体系的演化模型理论,并能为珠江三角洲的港口建设提供指导。

台湾地区与中国大陆隔海相望,海上运输是两岸间货物往来的最主要方式。受国际政治和贸易模式的影响,从19世纪中后期以来,两岸港口运输联系变化剧烈。利用劳合社（Lloyd's）1895-2016年两岸港口间航线的O-D数据,从国家层面和全球层面研究海峡两岸港口运输联系的变化。主要结论为：① 近代开埠至割让给日本之前,台湾地区与大陆的海运联系紧密,厦门港是台湾地区最重要的中转港;日据之后,台湾地区成为日本的原料来源地和商品销售地,台湾地区—日本—中国大陆形成三角运输联系;两岸对峙后,两岸港口运输联系切断,台湾地区—美国—日本形成三角贸易网络;1979年后,香港港成为两岸运输联系的最重要中转港,两岸直航后,台湾地区与大陆间的港口运输联系在广度和深度上不断拓展。② 台湾地区区位优势明显,但由于是海岛,陆向腹地狭小,因此充分利用区位优势和地缘优势,把区域经济增长中心作为自身的海向腹地,以形成紧密的海上运输联系是台湾地区经济持续发展的关键。改善与中国大陆之间的关系、分享中国大陆发展的机遇、推动海峡两岸的港口运输联系是台湾地区的“天时”与“人和”。

Following the acceleration of the economic globalization, marine transportation has become the main way of international goods trade. As a result, the port becomes an important influence factor of the economic development which causes more attention concern. In the study, the Huff model was employed to calculate the potential-energy value of the influence which the six ports along the Liaoning coast act on the hinterland city. Then, a quantitative estimate about the spatial evolution process of the port hinterland along the Liaoning coast was performed in 1995-2009. Finally, we qualitative analyzed the driving factors of spatial evolution of the port hinterland. The result showed that: 1) The spatial distribution of the port hinterland in the study area has changed a lot during the past 15 years and the study area has been changed from the single hinterland of Dalian port to a mixed-hinterland of several ports. The hinterland ever belonged to Dalian port along the traffic line between Harbin and Dalian has converted to the hinterland of Yingkou port which caused a decrease on the extent of hinterland in Dalian port and oppositely an increase on the extent of hinterland in Yingkou port. Some local ports (such as Jinzhou port and Dandong port) mainly serving for the surrounding hinterland cities has not experienced a significantly variation on the extent of hinterland. 2) Based on the calculation result of the Huff model, the influence potential-energy value of the six ports has also changed. According the potential-energy value, the influence of Dalian port on the study area decreased in the past years, especially the influence on Liaoning Province and surrounding areas which has experienced an obviously reduction. The Yingkou port has an increased influence along and both sides of the T-shaped traffic line, which make the Yingkou port a more and more important position among the six ports. The influence of Jinzhou port on its original hinterland has become more stable than past years. In addition, there is an expanding trend on the spatial extent of Jinzhou hinterland toward to the central parts of Liaoning Province which represents a rising influence force of Jinzhou port. The Dandong port also has an increased influence on the most parts of the study area, particularly on the middle and eastern area of Northeast China. Following the improving of port infrastructure construction, Dandong port has become a new thoroughfare to the Sea of Northeast China. 3) The influence factors of the hinterland spatial evolution are various and complex. According to the qualitative analysis of the driving factors which caused the spatial structure evolution of the port hinterland along the Liaoning coast, location conditions, transportation infrastructure conditions, the rising of urban influence force and the guidance of government policies are considered as the most important factors.

运用Huff模型计算辽宁各沿海6个港口对腹地城市影响势能值,对1995~2009年辽宁沿海港口腹地空间演变进行定量研究,并对影响沿海港口腹地空间演变的驱动要素进行定性分析。结果表明：腹地空间演变方面,东北地区逐步由大连港的单一腹地转变为多个港口的混合腹地,大连港腹地沿哈大交通线逐步转变为营口港腹地,腹地逐步减小,营口港腹地逐步扩大,地方性港口锦州港与丹东港主要服务周边城市,腹地变化并不显著;对各港口影响势能变化趋势表现为,大连港对东北地区的影响势能开始下降,尤其是辽宁省内及周边地区下降较为明显,营口港对&#x0201c;T&#x0201d;字形交通线及两侧的影响势能逐步提升,锦州港除对自身腹地影响逐步稳固以外,腹地空间也有向辽中地区逐步扩展的趋势,丹东港对东北大部地区的影响势能均呈上升态势,尤其以东北中东部地区上升较为显著。区位条件、交通基础设施建设、港口城市影响力提升和政策规划引导是影响辽宁沿海港口腹地空间结构演变的主要影响因素。

Since 1997, the cross- strait shipping policy between the mainland of China and Taiwan has evolved from indirect shipping, through piloting direct shipping to direct shipping.Such policy changes have transformed the cross- strait container port system which hasexperienced three phases of change: initial growth, rapid growth, and mature growth. Based onthe cross- strait shipment route data released by the State Department of Transportation, thisstudy measures and characterizes the evolving features of the cross-strait container port system,including its spatial connectivity, differentiation of geographic centricity, and regionalagglomeration. It further attempts to reveal the dynamic mechanism of spatial structural change of this port system under the direct shipping policy. From a complex network systemperspective, the study employs tools of GEPHI software and GIS in the empirical analysis of container port system. The findings of the study are as follows. First, the spatial pattern of the cross- strait container port system is associated with three stages of evolutionary processes: aggregation of special trans- shipment ports, concentration of hub ports and development of regional port network. The changing process of the system can be characterized as the expanding scale of shipping connectivity, the weakening share weight of dominant shippinglines, and the reducing centrality of hub ports. The increasing centrality of the secondary ports and emerging clustering of small ports prompt the appearance of so- called‘Small- world’phenomenon of regional port agglomeration. Second, before the implementation of the directshipping policy, the regional port clusters were mainly distributed in the Pearl River Delta and the Bohai Rim Region. After its implementation, the port clusters moved towards the West Coast Economic Zone while they remained in the Pearl River Delta. Third, the spatial evolution of cross-strait shipping network is driven by institutions, markets and technology. The specialpolicy of direct shipping across the Strait has created an important social institution for the formation and evolution of a new port system. The enhanced cross-strait trade relations and the positive promotion of Comprehensive Economic Cooperation Agreement (ECFA) have largelyreshape the shipping linkages between the ports in four coastal economic zones in the mainland of China and the ports in Taiwan. Besides, the port competition mechanism induced by technical innovation can affect the arrangement of shipment routing by shipping companiesacross the Taiwan Strait.

自1997 年以来，两岸集装箱港口体系在“间接通航”、“试点直航”以及“全面直航”特殊政策的影响下，先后经历了直航萌芽期、直航发展期及直航成熟期三个阶段。以国家交通部发布的台湾海峡两岸集装箱海上运输航线为主干数据，基于复杂网络的分析视角，利用网络分析软件GEPHI和GIS技术，对直航背景下海峡两岸集装箱港口体系空间联系格局、中心性空间分异和区域集散效应的演化特征进行定量测度，并进一步探究两岸集装箱港口体系空间结构演化的动力机制。结果表明：① 两岸集装箱港口体系空间结构总体呈现“特定转运港集中—枢纽港集中—区域网络化发展”的三阶段演变过程，主要表现为航线联系范围的扩大和干线权重的减弱，中心性功能在枢纽港弱化、在次级港口增强，以及新兴小型港口呈现“小世界”区域集聚的现象，体现了重要的复杂网络特性。② 两岸直航前，港口区域集聚性主要分布于珠三角及环渤海地区，两岸直航后，区域集聚现象主要分布于珠三角地区与海峡西岸经济区。③ 两岸航运网络的空间演化机制受制度、市场及技术三方面因素共同驱动，特殊的通航政策是港口体系形成、演化的重要社会制度环境，两岸经贸联系和ECFA的全面推进在很大程度上重塑了中国沿海四大经济区主要港口与台湾港口间的航运联系，而基于技术革新的港口竞争机制影响了两岸航运企业的航线配置。

Research based on shipping line has been the frontier issues and hot areas in the western port geography for the past few years, but it is still weak in the domestic. The article selects the Yangtze River Delta as a case because of the most active global container transport and better Liner network, with study period from 1996 to 2013 years and four key years of 1996, 2002, 2007, 2013. Respectively, the article has explored time-space evolution of container liner network in the Yangtze River Delta from shipping route, liner density and spatial linkage, involving 78 liner shipping companies and 10 726 container liner routes. Analysis shows: the spatial structure of container liner routes has tended to concentration in recently 18 years, and shows the opposite tendency of spatial structure of container flow. In the liner routes quantity and liner density, Shanghai port has been ahead of the other ports and its international hub has been constantly strengthen for the last 18 years. Although, the Ningbo’s growth rate has been greater than Shanghai, but compared with Shanghai, it still has a large gap in the liner network organization. In the Yangtze River liner network, it has basically formed a container liner shipping network with Shanghai as an international hub port, with Taicang, Nanjing, Zhangjiagang, Nantong as trunk ports and other ports as feeder ports. From the spatial linkages of container ports, the connection between Shanghai and Ningbo port has transformed from mainly relying on coastal liner routes to international shipping route, and their relationship also has evolved from feeding relationship to competing relationship.

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。

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。

This paper presents a methodology for delimiting the potential hinterland of container terminals that consists in calculating the minimum generalised costs from load centers to different container terminals, using one of a set of possible intermodal or unimodal transportation solutions. Generalised costs include transportation costs, handling costs and transit time costs. The models of the transportation infrastructure network (roads, railway lines, ports, intermodal terminals) and of transportation and handling costs are described, including the definition of nonlinear unitary transportation costs. The methodology and models are implemented in a computer code and applied in a case study focused on the characterization of container terminal potential hinterlands across the western Iberian Peninsula. The results allow the identification of the main hinterland of different terminals in a multi-port system and the analysis of the effects of intermodal terminals in promoting a regionalization process, enabling the characterization of 'island formations'. A hinterland contestability index is proposed and used to evaluate the degree of competition between container terminals.