“一带一路”背景下中欧港口航运网络的演化特征

doi:10.18306/dlkxjz.2020.05.002

Abstract

Abstract:

China and Europe are located at the east and west ends of Eurasia. The smooth flow of trade between China and Europe is an important part of the development of the Belt and Road region. At present, China-Europe economic and trade ties are still mainly maintained by sea. The connection between Chinese and European ports through shipping network is the guarantee of smooth trade. Therefore, studying the development and change of China-Europe port shipping network is of great significance for understanding and enhancing the supporting capacity of China-Europe trade links. Based on the shipping data of the past 20 years, the network of Chinese and European port routes is constructed. By portraying the complexity of the port shipping network, the spatial differentiation of the portability changes of different port nodes is revealed. Then we explored the characteristics of change of the China-Europe shipping network by the transit port system and the network organization structure. The result shows that: 1) Since 1995, the port nodes linked to the China-Europe routes have increased significantly, and the network coverage has expanded significantly. In 2005 and 2015, the network showed obvious small world and scale-free characteristics; the changes in the breadth and depth of connection and accessibility of the different ports were significantly different, with 84% of the ports being more accessible, and a few ports in the Mediterranean and the Arabian Sea showed reduced accessibility. 2) The transit port system of the China-Europe shipping network has changed from V-shaped to U-shaped. The core transit ports have become differentiated, the transit nodes have gradually become systematic, the transit paths have become more diversified, and the network stability has increased. 3) The hub and spoke structure of the China-Europe shipping network is continuously optimized, the network operation efficiency is significantly improved, and the route links are more diversified and complicated. The hub-spoke spatial model of the China-Europe port shipping network has experienced three stages of change from triangular to balanced dumbbell type and unbalanced dumbbell type, which finally formed the multi-level hub-spoke spatial organizational structure, with Shanghai and Rotterdam as the main hubs.

Key words: Belt and Road Initiative, China and Europe, complex network, spatial association, hub and spoke system

GUO Jianke, HOU Yajie, HE Yao. Characteristics of change of the China-Europe port shipping network under the Belt and Road Initiative[J].PROGRESS IN GEOGRAPHY, 2020, 39(5): 716-726.

Figures/Tables 8

Tab.1

Formulas and meanings of commonly used complex network evaluation indicators"

指标	公式	数学含义	地理意义
度	$k i = ∑ a ij$	节点v_i的度k_i表示该节点连接的边数;式中,i与j指网络中港口节点,N指网络中所有的节点,a_ij指港口节点间的航线数量	反映港口节点在网络中联系的广度
单位权	$U i = S i k i$	节点v_i的点权S_i表示与它相连边的权重之和;单位权表示节点连接的平均权重,表示节点v_i的点权S_i与其节点度k_i的比值	反映港口节点在网络中联系的深度
平均路径长度	$L = 1 C N 2 ∑ d ij$	网络中2个节点v_i和v_j之间的距离d_ij为连接这2个节点的最短路径上的边数; $C N 2$ 是排列组合,表示在N个中选2个的所以组合个数;平均路径长度表示任意2个节点之间距离的平均值	反映网络整体的连通性
聚类系数	$C = 1 N ∑ i = 1 N C i$	节点v_i的k_i个邻居节点之间实际存在的边数E_i和总的可能的边数 $C k i 2$ 之比就是节点v_i的聚类系数C_i;网络的聚类系数C就是所有节点v_i的聚类系数C_i的平均值	反映港口节点与相邻港口联系的紧密性和网路整体节点间联系的紧密性
接近度中心性	$Cc v i = N - 1 ∑ j = 1, j ≠ i N d ij$	指节点v_i到其他所有节点最短距离之和的倒数与其他节点数的乘积;d_ij为节点i和节点j之间的最短路径长度	反映港口节点在网络的重要性和可达性

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References 26

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指标	1995年	2005年	2015年
覆盖国家数量/个	13	27	33
覆盖港口数量/个	23	59	75
覆盖航线数量/(班/月)	29	428	890

指标	2005年		2015年
指标	L	C	L	C
同等规模随机网络	1.633	0.358	1.668	0.336
中欧航运网络	1.649	0.792	1.665	0.788
差值	0.016	0.434	0.003	0.452

指标变化			港口
可达性 (邻近中心性)	广度(度)	深度(单位权)		中国港口	欧洲港口	中转港口
↑	↑	↑	深圳、上海、宁波、青岛、天津、高雄		比雷埃夫斯、勒阿弗尔、福斯、巴塞罗那、泽布吕赫、南安普敦、热那亚、拉斯佩齐亚、康斯坦萨、不莱梅哈芬港、敖德萨、焦亚陶罗、奥尔胡斯、哥德堡	巴生港、塞得港、新加坡、吉达、苏伊士、贝鲁特
↑	↑	↓	厦门、大连、香港		安特卫普、马耳他、的里雅斯特	丹戎帕拉帕斯
↑	↓	↑	—		鹿特丹、汉堡、费利克斯托、瓦伦西亚	—
↓	↑	↓	—		科佩尔、伊斯坦布尔	—
↓	↓	↓	—		威尼斯、里耶卡、那不勒斯	科伦坡、海法

Characteristics of change of the China-Europe port shipping network under the Belt and Road Initiative

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