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The Functional Structure Convergence of China's Coastal Ports
sustainability Article The Functional Structure Convergence of China’s Coastal Ports Wei Wang 1,2,3, Chengjin Wang 1,* and Fengjun Jin 1 1 Institute of Geographic Sciences and Natural Resources Research, CAS, Beijing 100101, China; [email protected] (W.W.); [email protected] (F.J.) 2 University of Chinese Academy of Sciences, Beijing 100049, China 3 School of Geography, Beijing Normal University, Beijing 100875, China * Correspondence: [email protected] Received: 6 September 2017; Accepted: 23 November 2017; Published: 28 November 2017 Abstract: Functional structure is an important part of a port system, and can reflect the resource endowments and economic development needs of the hinterland. In this study, we investigated the transportation function of coastal ports in China from the perspective of cargo structure using a similarity coefficient. Our research considered both adjacent ports and hub ports. We found that the transportation function of some adjacent ports was very similar in terms of outbound structure (e.g., Qinhuangdao and Huanghua) and inbound structure (e.g., Huanghua and Tangshan). Ports around Bohai Bay and the port group in the Yangtze River Delta were the most competitive areas in terms of outbound and inbound structure, respectively. The major contributors to port similarity in different regions varied geographically due to the different market demands and cargo supplies. For adjacent ports, the functional convergence of inbound structure was more serious than the outbound. The convergence between hub ports was more serious than between adjacent ports in terms of both outbound and inbound structure. The average similarity coefficients displayed an increasing trend over time. -
Appendix 1: Rank of China's 338 Prefecture-Level Cities
Appendix 1: Rank of China’s 338 Prefecture-Level Cities © The Author(s) 2018 149 Y. Zheng, K. Deng, State Failure and Distorted Urbanisation in Post-Mao’s China, 1993–2012, Palgrave Studies in Economic History, https://doi.org/10.1007/978-3-319-92168-6 150 First-tier cities (4) Beijing Shanghai Guangzhou Shenzhen First-tier cities-to-be (15) Chengdu Hangzhou Wuhan Nanjing Chongqing Tianjin Suzhou苏州 Appendix Rank 1: of China’s 338 Prefecture-Level Cities Xi’an Changsha Shenyang Qingdao Zhengzhou Dalian Dongguan Ningbo Second-tier cities (30) Xiamen Fuzhou福州 Wuxi Hefei Kunming Harbin Jinan Foshan Changchun Wenzhou Shijiazhuang Nanning Changzhou Quanzhou Nanchang Guiyang Taiyuan Jinhua Zhuhai Huizhou Xuzhou Yantai Jiaxing Nantong Urumqi Shaoxing Zhongshan Taizhou Lanzhou Haikou Third-tier cities (70) Weifang Baoding Zhenjiang Yangzhou Guilin Tangshan Sanya Huhehot Langfang Luoyang Weihai Yangcheng Linyi Jiangmen Taizhou Zhangzhou Handan Jining Wuhu Zibo Yinchuan Liuzhou Mianyang Zhanjiang Anshan Huzhou Shantou Nanping Ganzhou Daqing Yichang Baotou Xianyang Qinhuangdao Lianyungang Zhuzhou Putian Jilin Huai’an Zhaoqing Ningde Hengyang Dandong Lijiang Jieyang Sanming Zhoushan Xiaogan Qiqihar Jiujiang Longyan Cangzhou Fushun Xiangyang Shangrao Yingkou Bengbu Lishui Yueyang Qingyuan Jingzhou Taian Quzhou Panjin Dongying Nanyang Ma’anshan Nanchong Xining Yanbian prefecture Fourth-tier cities (90) Leshan Xiangtan Zunyi Suqian Xinxiang Xinyang Chuzhou Jinzhou Chaozhou Huanggang Kaifeng Deyang Dezhou Meizhou Ordos Xingtai Maoming Jingdezhen Shaoguan -
Argus China Petroleum News and Analysis on Oil Markets, Policy and Infrastructure
Argus China Petroleum News and analysis on oil markets, policy and infrastructure Volume XII, 1 | January 2018 Yuan for the road EDITORIAL: Regional gasoline The desire to avoid tax has been a far more significant factor underlying imports markets are so far unmoved by a of mixed aromatics than China’s octane deficit. potential fall in Chinese exports The government has announced plans to make it impossible to buy or sell owing to stricter tax enforcement gasoline without producing a complete invoice chain showing that consumption tax has been paid, from 1 March. And gasoline refining margins shot to nearly $20/bl, their highest since mid-2015. Of course, Beijing has tried to stamp out tax evasion in the gasoline market many times before. But, if successful, this poses Mixed aromatics imports 2017 an existential threat — to trading companies and the blending firms that use ’000 b/d Mideast mixed aromatics to produce gasoline outside the refining system, largely avoiding US Gulf 4.39 the Yn2,722/t ($51/bl) tax collected on gasoline produced by refineries. Around 22.59 300,000 b/d of gasoline is produced this way. And that has caused the surplus that forces state-owned firms to market their costlier fuel overseas. Europe But there is little panic outside south China, where most blending takes place. 77.69 The Singapore market is discounting any threat that a crackdown on tax avoidance might choke off Chinese exports — gasoline crack spreads fell this month. China’s prices are now above those in Singapore, yet its gasoline exports show no sign of letting up. -
Best-Performing Cities: China 2018
Best-Performing Cities CHINA 2018 THE NATION’S MOST SUCCESSFUL ECONOMIES Michael C.Y. Lin and Perry Wong MILKEN INSTITUTE | BEST-PERFORMING CITIES CHINA 2018 | 1 Acknowledgments The authors are grateful to Laura Deal Lacey, executive director of the Milken Institute Asia Center, Belinda Chng, the center’s director for policy and programs, and Ann-Marie Eu, the Institute’s senior associate for communications, for their support in developing this edition of our Best- Performing Cities series focused on China. We thank the communications team for their support in publication as well as Kevin Klowden, the executive director of the Institute’s Center for Regional Economics, Minoli Ratnatunga, director of regional economic research at the Institute, and our colleagues Jessica Jackson and Joe Lee for their constructive comments on our research. About the Milken Institute We are a nonprofit, nonpartisan think tank determined to increase global prosperity by advancing collaborative solutions that widen access to capital, create jobs, and improve health. We do this through independent, data-driven research, action-oriented meetings, and meaningful policy initiatives. About the Asia Center The Milken Institute Asia Center promotes the growth of inclusive and sustainable financial markets in Asia by addressing the region’s defining forces, developing collaborative solutions, and identifying strategic opportunities for the deployment of public, private, and philanthropic capital. Our research analyzes the demographic trends, trade relationships, and capital flows that will define the region’s future. About the Center for Regional Economics The Center for Regional Economics promotes prosperity and sustainable growth by increasing understanding of the dynamics that drive job creation and promote industry expansion. -
International System Summary: CHINA
International System Summary: CHINA UIC Map of China’s High-Speed Rail Lines China is the fourth largest country in the world and domestic product (GDP) per capita of $8,400 ranks 120th. ranks first in total population. Bordering a total of 14 dif- Facing congested passenger and freight rail conditions, ferent countries, including Russia, India, Kazakhstan, and China chose to invest in capacity improvements on the ex- Vietnam, China has a widely diverse land use, terrain, and isting rail system and develop a dedicated high-speed rail climate. Maintaining several significant urban centers, network connecting the major population centers. The including Shanghai with 16.6 million people and Beijing figure above displays the International Union of Railways (capital) with 12.2 million people, the country is listed as (UIC) map of the 6,300 km (3,900 miles) of current and 47 percent urban. The country’s GDP of $11.29 trillion 7,200 km (4,500 miles) of planned high-speed rail network ranks as the third largest economy, following the Euro- lines in China. pean Union as a whole and the United States.. Its gross INTERNATIONAL HIGH-SPEED RAIL SYSTEM SUMMARY: CHINA | 1 SY STEM DESCRIPTION AND HISTORY Speed Year Length Stage According to the UIC, the first high-speed rail line seg- km/h mph Opened km miles ment in the China opened in 2003 between Qinhuangdao Under Consturction: Guangzhou – Zhuhai 160 100 2011 49 30 and Shenyang. The 405 km (252 mile) segment operates (include Extend Line) at a speed of 200 km/h (125 mph) is now part of a 6,299 Wuhan – Yichang 300 185 2011 293 182 km (3,914 mile) network of high-speed rail lines stretching Tianjin – Qinhuangdao 300 185 2011 261 162 across China operating at maximum operating speeds of Nanjing – Hangzhou 300 185 2011 249 155 at least 160 km/h (100 mph) as shown in the table below. -
Transport Corridors and Regional Balance in China: the Case of Coal Trade and Logistics Chengjin Wang, César Ducruet
Transport corridors and regional balance in China: the case of coal trade and logistics Chengjin Wang, César Ducruet To cite this version: Chengjin Wang, César Ducruet. Transport corridors and regional balance in China: the case of coal trade and logistics. Journal of Transport Geography, Elsevier, 2014, 40, pp.3-16. halshs-01069149 HAL Id: halshs-01069149 https://halshs.archives-ouvertes.fr/halshs-01069149 Submitted on 28 Sep 2014 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. Transport corridors and regional balance in China: the case of coal trade and logistics Dr. Chengjin WANG Key Laboratory of Regional Sustainable Development Modeling Institute of Geographical Sciences and Natural Resources Research Chinese Academy of Sciences, Beijing 100101, China Email: [email protected] Dr. César DUCRUET1 National Centre for Scientific Research (CNRS) UMR 8504 Géographie-cités F-75006 Paris, France Email: [email protected] Pre-final version of the paper published in Journal of Transport Geography, special issue on “The Changing Landscapes of Transport and Logistics in China”, Vol. 40, pp. 3-16. Abstract Coal plays a vital role in the socio-economic development of China. Yet, the spatial mismatch between production centers (inland Northwest) and consumption centers (coastal region) within China fostered the emergence of dedicated coal transport corridors with limited alternatives. -
High-Speed Rail – the First Three Years: Taking the Pulse of China’S Emerging Program
China Transport Topics No. 04 February 2012 High-Speed Rail – The First Three Years: Taking the Pulse of China’s Emerging Program Richard Bullock, Andrew Salzberg, and Ying Jin Public Disclosure Authorized World Bank Office, Beijing High-speed rail services have now been operating in China for three years. How are they performing? What has happened to the conventional services they parallel? What has been the impact on the airlines? Little comprehensive information has been published to date but a general picture is emerging in which high-speed rail, as in other countries, is competing strongly on short and medium-distance routes up to 1,000 km while air remains dominant over longer distances. Overall, however, diverted air passengers have not been a major source of high speed rail ridership. A larger source has been ‘generated’ trips: new trips by passengers who were induced to travel by the greater convenience of high speed service. Based on this evidence and the continuing strong growth in Chinese urban populations and incomes, we are cautiously optimistic about the long-term ridership (and hence economic viability) of the major trunk railways of the high-speed rail network in China. This optimism is tempered by the Public Disclosure Authorized need to develop a sustainable financing mechanism in the short to medium term and to carefully weigh the costs and benefits of the peripheral extensions of the network. THE NETWORK SO FAR Most lines have a large proportion of tunnel and China began to operate network-wide 200 km/h viaduct (in hilly areas)2 or elevated structure (in services in April 2007 as part of what is known as 3 1 flatter areas) , the latter to conserve farmland the Sixth Speed-Up but the first high-speed rail and minimize severance. -
Inter-Metropolitan Land-Price Characteristics and Patterns in the Beijing-Tianjin-Hebei Urban Agglomeration in China
sustainability Article Inter-Metropolitan Land-Price Characteristics and Patterns in the Beijing-Tianjin-Hebei Urban Agglomeration in China Can Li 1,2 , Yu Meng 1, Yingkui Li 3 , Jingfeng Ge 1,2,* and Chaoran Zhao 1 1 College of Resource and Environmental Science, Hebei Normal University, Shijiazhuang 050024, China 2 Hebei Key Laboratory of Environmental Change and Ecological Construction, Shijiazhuang 050024, China 3 Department of Geography, The University of Tennessee, Knoxville, TN 37996, USA * Correspondence: [email protected]; Tel.: +86-0311-8078-7636 Received: 8 July 2019; Accepted: 25 August 2019; Published: 29 August 2019 Abstract: The continuous expansion of urban areas in China has increased cohesion and synergy among cities. As a result, the land price in an urban area is not only affected by the city’s own factors, but also by its interaction with nearby cities. Understanding the characteristics, types, and patterns of urban interaction is of critical importance in regulating the land market and promoting coordinated regional development. In this study, we integrated a gravity model with an improved Voronoi diagram model to investigate the gravitational characteristics, types of action, gravitational patterns, and problems of land market development in the Beijing-Tianjin-Hebei urban agglomeration region based on social, economic, transportation, and comprehensive land-price data from 2017. The results showed that the gravitational value of land prices for Beijing, Tianjin, Langfang, and Tangshan cities (11.24–63.35) is significantly higher than that for other cities (0–6.09). The gravitational structures are closely connected for cities around Beijing and Tianjin, but loosely connected for peripheral cities. -
A Study on Port Cooperation in the Tianjin and Hebei Areas Using Factor Analysis
Journal of Comparative International Management ©2008 Management Futures 2008, Vol. 11, No.2, 23-31 Printed in Canada A Study on Port Cooperation in the Tianjin and Hebei Areas Using Factor Analysis by Ying Sun and Weida He University of Science and Technology, Beijing, China When China switched its economic development focus from the Changjiang- Zhujiang Delta to the Bohai Sea, Tianjin and Hebei became two of the fastest developing areas in the country. As the hub of logistics, the port system plays an important role in increasing the region’s economic development. This paper reviews port logistics in Hebei and Tianjin, and explains the necessity of port cooperation in these areas. An index system for port logistics competition is proposed using factor analysis. The results can be used to guide the positioning and development of each port based on its individual strength, thereby improving the port logistics of the entire area. 1. Introduction and Literature Review Ports have significantly facilitated foreign trade in the Hebei and Tianjin areas by providing important resources for the development of energy and chemical industries. The development of port logistics also greatly stimulated the economic growth of these areas. Presently, there are five ports along the 640 km coastline of Hebei and Tianjin. They are Tianjin Port (the largest man-made deepwater port in China), Qinhuandao Port (the country’s largest energy exportation port), Huanghua Port (a coal exportation port for Shenhua Group), Jingtang Port (a regional industry port), and Caofeidian Port (the key investment project of the National Eleventh Five-Year Plan). However, due to the lack of cooperation among ports, insufficient investment and superfluous construction has led to a tremendous waste of resources. -
Region Provinces/Municipality City North Beijing Beijing Tianjin Tianjin Hebei Cangzhou Langfang Qinhuangdao Shijiazhuang Baodin
BMJ Publishing Group Limited (BMJ) disclaims all liability and responsibility arising from any reliance Supplemental material placed on this supplemental material which has been supplied by the author(s) BMJ Open Appendix Table 1: Participants’ geographic distribution (26 provinces, 100 cities) Region Provinces/Municipality City Beijing Beijing Tianjin Tianjin Cangzhou Langfang North Qinhuangdao Hebei Shijiazhuang Baoding Tangshan Shanghai Shanghai Nanjing Zhenjiang Yangzhou Suqian Xuzhou Jiangsu Changzhou Wuxi Taizhou Suzhou Lianyungang Nantong Hangzhou Huzhou Wenzhou Lishui East Zhejiang Ningbo Jiaxing Jinhua Shaoxing Taizhou Maanshan Hefei Anhui Xuancheng Huainan Fuyang Xiamen Fuzhou Fujian Sanming Quanzhou Shangrao Jiangxi Ganzhou Nanchang Hall BJ, et al. BMJ Open 2021; 11:e048012. doi: 10.1136/bmjopen-2020-048012 BMJ Publishing Group Limited (BMJ) disclaims all liability and responsibility arising from any reliance Supplemental material placed on this supplemental material which has been supplied by the author(s) BMJ Open Jiujiang Jinan Linyi Qingdao Shandong Weifang Liaocheng Weihai Taian Luoyang Zhengzhou Henan Shangqiu Anyang Nanyang Huangshi Wuhan Central Jingzhou Hubei Xiangyang Yichang Xianning Changsha Hunan Hengyang Xiangtan Guangzhou Foshan Shenzuo Zhongshan Guangdong Zhaoqing Yangjiang Dongzuo South Huizhou Zhuhai Yulin Guangxi Nanning Hainan Haikou Changde Hongkong Hongkong Chengdu Yibin Zigong Sichuan Southwest Mianyang Dazhou Neijiang Guizhou Guiyang Hall BJ, et al. BMJ Open 2021; 11:e048012. doi: 10.1136/bmjopen-2020-048012 -
Waterlogging Risk Assessment of the Beijing-Tianjin- Hebei Urban Agglomeration in the Past 60 Years
Waterlogging Risk Assessment of the Beijing- Tianjin-Hebei Urban Agglomeration in the Past 60 Years Yujie Wang Nanjing University of Information Science and Technology JIANQING ZHAI ( [email protected] ) National Climate Center, CMA https://orcid.org/0000-0001-7793-3966 Lianchun Song National Climate Center, CMA Research Article Keywords: Hazard, Exposure, Vulnerability, Waterlogging risk, Beijing-Tianjin-Hebei Posted Date: February 10th, 2021 DOI: https://doi.org/10.21203/rs.3.rs-162526/v1 License: This work is licensed under a Creative Commons Attribution 4.0 International License. Read Full License 1 Waterlogging Risk Assessment of the Beijing-Tianjin- 2 Hebei Urban Agglomeration in the Past 60 Years 3 4 Yujie Wang1,2, Jianqing Zhai 3, Lianchun Song3 5 1 Key Laboratory of Meteorological Disaster, Ministry of Education/International Joint Research 6 Laboratory on Climate and Environment Change/Collaborative Innovation Center on Forecast 7 and Evaluation of Meteorological Disasters, Nanjing University of Information Science and 8 Technology, Nanjing 210044, China 9 2 School of Atmospheric Sciences, Nanjing University of Information Science and Technology, 10 Nanjing 210044, China 11 3 National Climate Center, CMA, Beijing 100081, China 12 13 Corresponding author: Jianqing Zhai E-mail: [email protected] 1 14 ABSTRACT 15 In the context of global climate change and rapid urbanization, the risk of urban 16 waterlogging is one of the main climate risks faced by the Beijing-Tianjin-Hebei (BTH) 17 urban agglomeration. In this study, we obtain the urban waterlogging risk index of the 18 BTH urban agglomeration and assess waterlogging risks in the built-up area of the BTH 19 for two time periods (1961–1990 and 1991–2019). -
China Intermodal Hebei, Liaoning, Jilin & Helongjiang
CHINA INTERMODAL HEBEI, LIAONING, JILIN & HELONGJIANG Connecting your ocean freight to inland destinations Contact Details Yingkou: [email protected] Jinzhou/ Harbin/ Shenyang/ Dalian/ Qinhuangdao: [email protected] HEBEI, LIAONING, JILIN AND HEILONGJIANG PROVINCES Yantai/ Weihai/ Shidao/ Yuncheng: [email protected] Xi’an: [email protected] Ulaan Battar by rail: Ulaan Battar [email protected] Ha’erbin Jingtang: [email protected] Changchung Shenyang The APL Advantage Jinzhou Yingkou Qinhuangdao Dandong • One-stop solution combining various modes of inland Caofeidian transport to move your shipment door-to-door in a timely, Xingang Dalian cost-efficient and environmentally friendly way Huanghua Yantai • Extensive and reliable inland network which guarantees Weihai the highest service quality Jingtang Shidao Xi'an • Ready equipment availability for timely deliveries Yuncheng • Dedicated and tailor-made solutions for your needs • Customized solutions for reefer, over-dimension cargo, projects and special cargo available upon request • Main inlands connected to ports with maximum 1-3 days transit time • Xi'an serves as Bill of Lading point and offers reliable May 2018 inland services by rail at competitive rates • Intermodal network in Jingtang allows you to save 3-5 days via barge. CHINA INTERMODAL HEBEI, LIAONING, JILIN & HELONGJIANG Connecting your ocean freight to inland destinations SAILING FREQUENCY TRANSIT TIME RESPONSIBLE PROVINCE ORIGIN POL MODE PER WEEK in days CAPACITY DISTANCE BRANCH OUTBOUND INBOUND OUTBOUND INBOUND / OFFICE Ha’Erbin