地理科学进展 ›› 2017, Vol. 36 ›› Issue (11): 1332-1339.doi: 10.18306/dlkxjz.2017.11.002

• 一带一路专栏 • 上一篇    下一篇

“ 中欧班列”陆路运输腹地范围测算与枢纽识别

王姣娥1,2(), 焦敬娟3, 景悦1,2, 马丽1,2,*()   

  1. 1. 中国科学院地理科学与资源研究所,区域可持续发展分析与模拟重点实验室,北京 100101
    2. 中国科学院大学资源与环境学院,北京 100049
    3. 北京交通大学经济管理学院,北京 100044
  • 出版日期:2017-12-07 发布日期:2017-12-07
  • 通讯作者: 马丽 E-mail:wangje@igsnrr.ac.cn;mali@igsnrr.ac.cn
  • 作者简介:

    作者简介:王姣娥(1981-),女,湖南涟源人,研究员,博士,主要从事交通地理与区域发展研究,E-mail: wangje@igsnrr.ac.cn

  • 基金资助:
    国家自然科学基金项目(41722103, 41371536);中国科学院战略咨询研究院重大咨询项目(Y02015001);中国科学院A类战略性先导科技专项子课题

Transport hinterlands of border ports by China-Europe express trains and hub identification

Jiaoe WANG1,2(), Jingjuan JIAO3, Yue JING1,2, Li MA1,2,*()   

  1. 1. Key Laboratory of Regional Sustainable Development Modeling, Institute of Geographic Sciences and Natural Resources Research, CAS, Beijing, 100101, China
    2. College of Resources and Environment, University of Chinese Academy of Sciences, Beijing 100049, China
    3. School of Economics and Management, Beijing Jiaotong University, Beijing 100044, China
  • Online:2017-12-07 Published:2017-12-07
  • Contact: Li MA E-mail:wangje@igsnrr.ac.cn;mali@igsnrr.ac.cn
  • Supported by:
    National Natural Science Foundation of China, No.41722103, 41371536;Key Consulting Project of the Chinese Academy of Science and Technology Strategic Consulting, No.Y02015001;A Category of Strategic Priority Research Program of Chinese Academy of Sciences

摘要:

自“一带一路”战略实施以来,中国各地政府大力推进中欧国际班列运输,试图改变传统的对外贸易运输体系,强化提升新欧亚大陆桥运输作用。然而,设施联通、运输价格、货源及复杂的地缘政治环境等问题仍然是制约中欧班列发展的重要因素。为此,本文在分析“中欧班列”运营现状及存在问题基础上,提出实现其高频率常态运营的“轴-辐”运输组织模式。通过构建高、中、低三种运价方案,利用距离—经济成本分析法划分“中欧班列”主要出境口岸的经济腹地范围;并综合考虑各城市的铁路技术指标、集疏运能力和货源—成本等因素,从全国尺度识别出“中欧班列”组织的枢纽城市。

关键词: 丝绸之路, 中欧班列, 陆路运输, 铁路, 口岸

Abstract:

Since the initiative of the Belt and Road strategy, the Chinese government greatly encourages the operation of China Railway Express (CR express), aiming to transform China's traditional international trading transport system. The growth of CR express helps to strength the transport role of the New Eurasian Land Bridge and promotes change of China's transport system for international trading from single maritime transport to a combination of maritime and land transport. The largest barrier for developing CR express, however, is that the freight sources are dispersed and the transport organization is nonstandard. This has led to the disorderly competition for international container transport due to the very recent growth of transport volume, which is brought by subsidies of local governments. This study examined the development history and problems in the last five years since the operation of the first CR express, and pointed out that the Chinese government must understand that the CR express cannot compete with the maritime transport for freight going from China to the EU market. The CR express has its economic transport hinterlands from the border ports and it is necessary to establish a hub-and-spoke transport mode at the national level and build the transport hubs for profiting from the operation of CR express. A model was built to define the economical transport hinterlands of the three border ports in China-Alashankou, Erenhot, and Manzhouli. The result indicates that Northeast China is the hinterlands of Alashankou and Northwest China is the hinterlands of Manzhouli. Other hinterland areas are defined by the traffic rate abroad from Erenhot. Finally, the article identifies the transport hubs for CR express including Chongqing, Urumqi, Harbin, Zhengzhou, among others, and puts forward suggestions and police recommendations to the Chinese government.

Key words: Silk Road, China Railway Express, land transport, rail, border port