基于航运网络的港口海向可达性识别与测度  

Identification and measurement of seaward accessibility of port based on shipping networks

作　　者：吴莎莎 梁木新 郭建科[1,4] 熊子尧 WU Shasha;LIANG Muxin;GUO Jianke;XIONG Ziyao(Key Research Base of Humanities and Social Sciences of the Ministry Education,Institute of Marine Sustainable Development,Liaoning Normal University,Dalian 116029,China;School of Geography,Liaoning Normal University,Dalian 116029,China;Guangzhou Institute of Geography,Guangdong Academy of Sciences,Guangzhou 510070,China;University Collaborative Innovation Center of Marine Economy High-quality Development of Liaoning Province,Dalian 116029,China)

机构地区：[1]教育部人文社会科学重点研究基地“辽宁师范大学海洋可持续发展研究院”,大连116029 [2]辽宁师范大学地理科学学院,大连116029 [3]广东省科学院广州地理研究所,广州510070 [4]辽宁省“海洋经济高质量发展”高校协同创新中心,大连116029

出　　处：《地理研究》2024年第4期824-842,共19页Geographical Research

基　　金：教育部人文社科重点研究基地重大项目(22JJD790028)。

摘　　要：港口基础设施的高效可达是国际运输成本的决定因素与区域互联互通和相互作用的前提。因此,如何测定港口海向可达性并从中揭示港口间交互作用的模式是研究航运网络的一个难点和热点。本文以中国与“海上丝路”沿线主要港口航运网络为研究对象,在考虑班轮服务频率及地理因素的影响下,基于陆路可达性理论提出融入加权路径的港口海向可达性模型,并改进复杂网络中心性指标,针对不同年份的样本统一处理,使相关指标更具可比性,验证其有效性和适用性。结果表明:(1)整体看,班轮服务频率能更深层次揭示各指标所反映港口的实际功能差异;从核密度分析看,航运网络的航线运行效率(WCC)、港口调控能力(WBC)均存在较明显的绝对差异和分化程度。(2)通过复合中心性(WC)的统计特征表明,港口单个优势功能在体现港口的影响力时存在偏差,结合WC能够有针对性地提出港口嵌入“航运网络”中亟待优化的功能。(3)以加权平均路径为模型测度的港口海向可达性呈现微弱的离散化,“马太效应”也更为明显。仅少数港口的可达性提升明显,但可达性较低的港口仍将长期存在,且绝对差异增大。The efficient accessibility of port infrastructure is a determining factor in international transportation costs and a prerequisite for regional connectivity,interconnectivity and interaction.Therefore,it is a challenging and crucial research topic in the study of maritime shipping networks,to determine the seaward accessibility of port and reveal the patterns of interaction and interconnection between ports.Taking the shipping network of major ports along the Maritime Silk Road between China and the rest of the world as the research object,based on the theory of land accessibility,under the consideration of the frequency of liner service and the influence of geographic factors,we propose a seaward accessibility model of ports incorporating weighted paths,and improve the centrality indicators of complex networks.And the sample processing for the two years of 2008 and 2018 was unified,so as to make the relevant indicators more comparable,and to validate their validity and applicability.The results indicate the following:(1)On the whole,considering the liner service frequency as an influencing factor,the actual functional differences of ports reflected by each centrality index are revealed at a deeper level.From the results of kernel density analysis,there are significant absolute differences and differentiation in the efficiency of route operation(weighted closeness centrality)and the port regulatory capacity(weighted betweenness centrality)of the maritime shipping network,and the“polarization”phenomenon of port accessibility is still obvious.(2)The statistical characteristics of weighted composite centrality suggest that individual dominant functions of ports may deviate in reflecting their influence,and the combination with weighted composite centrality can provide targeted suggestions for optimizing the functions that ports need to embed in the“shipping network”.(3)The port maritime accessibility measured by the weighted average shortest path demonstrates a weak discretization phenomenon with a long rig

关 键 词：航运网络 中心性 港口海向可达性 海上丝路 

分 类 号：U651[交通运输工程—港口、海岸及近海工程]