我国沿海地区港口竞争力综合评价

港口是连接世界生产、分配、交换和消费的中心环节.随着世界经济及国际贸易的快速发展,港口在一国区域经济和对外贸易中的地位日益突出,港口之间竞争日益加剧,因此对港口竞争力的研究意义重大.将熵权法与TOPSIS法相结合,对我国沿海地区的港口竞争力进行综合评价和比较分析.结果表明,广东、浙江、上海、山东港口竞争力普遍较强,辽宁、福建、江苏、天津港口竞争力中等,河北、海南、广西港口竞争力相对较弱,提出了相应的对策建议.     

基于多层因子分析的区域港口群综合竞争力评价

为分析区域港口群的内部结构以及明确各港口在港口群内的功能定位,需对港口综合竞争力进行准确客观地评价.以环渤海港口群为例,建立多层竞争力评价指标体系,综合港口运营条件、港口生产能力、港口腹地条件,利用多层因子分析法计算各港口因子得分,全面揭示各港口在特征指标上的性能表现及在港口群内的综合竞争力排序.     

基于AHP的山东省沿海城市港口运输业发展比较

针对山东省7大沿海城市港口运输业的发展概况,运用层次分析法(AHP)对全省沿海7个城市港口运输业的发展现状进行比较,在给出各城市港口运输业竞争力排名的同时,分析各市港口运输业发展的优劣势及未来发展趋势和发展方向,并对山东省港口运输业的未来发展提出了合理化对策与建议。     

环渤海地区主要港口竞争力评价

随着经济中心的不断东移，东北亚以其独特的地缘优势和经济互补优势正逐渐成为世界经济的新增长点，依托港口优势发展腹地经济也成为各大港口研究的重要课题。引入因子分析方法，以环渤海地区港口群为研究对象，利用2009年统计数据对影响港口竞争力指标进行处理并横向比较，得出港口竞争力排名，同时进行了分析。结果表明，青岛、天津、大连三大港口竞争力最强，但大连港稍显落后。在三大子港口群中，山东子港口群综合优势显著，辽宁子港I：3群存在腹地经济落后、恶性竞争等问题，津冀港口群受行政区划限制，港口资源整合困难。     

连云港市港口与城市经济发展的因果关系与作用机制

如何充分利用港口优势,实现港-城互动发展,对港口所在城市的经济发展,甚至整个区域经济的发展意义重大.运用协整理论和格兰杰因果检验等新兴计量方法,对连云港市港口与城市经济发展的因果关系进行分析发现:1990年以来,连云港市港口发展对连云港市经济的带动作用相当明显,但连云港市城市经济增长对港口发展的带动作用却不明显.从港口促进城市经济发展与城市经济支撑港口发展两个方面分析了港城与城市经济发展的作用机制.     

基于引力模型的我国沿海港口群实证分析

我国港口众多,随着改革开放的不断深入,港口经济也在不断向前发展。基于引力模型对我国东部沿海规模以上港口之间的引力状况,采用主成分分析法对影响港口城市引力的各个因素进行分析,用第一主成分得分作为评价港口竞争力的核心指标,由此得出我国沿海三大核心港口,并依据其他港口与核心港口之间的引力大小将规模以上的港口分为三大港口群:第一是以天津为核心,包括大连、营口、秦皇岛、青岛、烟台构筑的环渤海港口群;第二是以上海为核心,包括日照、连云港、宁波—舟山港的长三角港口群;第三是以广州为核心,主要由汕头、湛江、海口、三亚港组成的珠三角港口群。这些对港口群的规划和发展具有十分重要的指导意义。     

辽宁沿海经济带港口竞争力和效率评价——基于主成分分析和数据包络分析

通过建立合理的指标体系,使用主成分分析法评价辽宁沿海经济带港口整体竞争力,发现统计期间内其竞争力不断增强,交通配套设施在此期间始终停滞不前甚至下降,是整体竞争力提升的一个消极因素.将计算结果代入DEA方法评价其效率,发现辽宁沿海经济带港口管理较好,在2004年之后效率始终保持较高水平,仍然有继续提升的空间.     

省际边界区港口竞争力比较及竞合路径研究——以连云港港与日照港为例

避免省际边界区港口间的过度竞争,为区域间港口的协调发展提供科学的决策依据,运用AHP和灰色关联度分析方法,对省际边界区连云港港与日照港的竞争力进行综合比较分析,并基于省际边界区的地理、资源、货类、腹地和政策等竞合条件,提出省际边界区港口间协调发展的对策和建议。     

湖北省港口物流体系的空间分析

从系统论角度,以港口空间结构为切入点,采用定性与定量相结合的方法,研究了湖北省港口物流发展的集、疏、运条件。分析了湖北省港口物流腹地经济的水平与规模、港口物流体系的空间结构,提出了湖北省港口物流空间布局构想。     

沿海经济低谷区港口、城镇、产业联动发展研究述评

沿海地区港口、城镇、产业间有着息息相关的依存关系,三者联动发展的程度直接影响着沿海地区经济的发展.从港口区位、港口功能、港口与城镇空间联系、滨水区及海岸带开发的视角梳理了国外相关研究成果,从联动发展的理论和实证研究方面对国内大量文献进行了总结,并对未来的研究趋势进行评论与展望.     

上海港口物流的发展及演化态势

港I口物流的发展已引起众多学者的关注。运用主成分分析方法对近25年上海港口物流的发展演化状况进行了定量测度，港口物流发展综合指数的计算显示，其发展突出表现为以下特征：①港口物流发展整体水平不断提高；②港口物流的发展呈现出明显的阶段性。上述状况的形成是体制及政策环境、区域经济发展及城市综合服务功能支撑、港口基础设施条件改善、周围港口竞争等多种因素长期综合作用的结果，最后展望了上海港口物流未来的发展演化。     

辽宁港口分区域整合道路探索

辽宁省沿海港口群是环渤海港口群中重要的集群力量,但近年在发展过程中出现了重复建设、功能定位不明确和竞争无序等问题.针对这些问题,从辽宁港口整合的必要性,整合的方式、途径、重点等方面论述了辽宁港口整合道路的一般性选择,重点提出分区域渐进性整合策略.     

液货危险品码头的安全与防治污染管理对策

液货（液体化工）危险品码头的安全与污染防治管理水平直接关系到港口、码头、水域和周围环境的安全。本文结合日照港的实际，对日照港口安全管理状况调查和分析，找出了港口安全管理存在的主要问题是安全管理机构、法规、人员等方面存在缺陷，提出对该类码头的安全管理与污染防治对策，从而为港口安全有效管理提供决策依据。     

开发洋口港的自然优势和宏观功能

本文根据近几年对洋口港的调查实测资料，分析了建深水港的可行性，并提出为解决长江口通海航道水深不足，充分发挥南通港港群机能等问题，供有关部门参考。     

Survey on environmental monitoring requirements of European ports

A group of 26 European ports was interviewed to understand their requirements for environmental information and to establish how widespread the use of Earth Observation (EO) data was amongst them. Aspects covered by the research included port profile characterisation, environmental management activities, environmental needs and current monitoring practices. The study reflected the diversity amongst European ports and their environmental performances. Most of the ports were publicly owned and located in estuaries and rivers. General cargo was the most popular commodity handled. Practically all the ports had an environmental policy in place and half of them had been accredited by an external body. The main environmental parameters that ports required to be monitored were marine related issues (currents, waves and tide), water quality, meteorological parameters, turbidity and sediment processes. The principal driver for monitoring was maintaining key port operations, followed by legislation, and local responsibilities. Ports in general collected their own data in situ and only one-third had used remotely sensed data (data from Earth Observation satellites or from airplane mounted sensors) for environmental purposes. Half of them used computer modelling. This study was conducted within the framework of the European funded port environmental information collector project (PEARL).     

Predicted concentrations of biocides from antifouling paints in Visakhapatnam Harbour

The concentrations of biocides leached from antifouling coatings are monitored in most of the developed countries. However, in India and many other developing countries, there is very little data available on the concentrations of biocides in ports and harbours. The first step was to obtain the order of magnitude levels of concentrations of biocides in the marine environment of the Visakhapatnam Harbour, and the MAM-PEC (Marine Antifoulant Model to Predict Environmental Concentrations) model was used to predict these values. The Visakhapatnam Port lies on the eastern coast of India, roughly halfway between Chennai and Kolkata, and is the largest port in India. This port is a natural harbour; the long and narrow outlet to the open sea makes it a 'poorly flushed' harbour. Predicted concentrations of tributyltin (TBT), copper, dichlofluanid, seanine, irgarol, diuron, tolylfluanid, and zinc pyrithione were computed. The results of the computations indicate that the levels of these biocides are comparable to those in many western countries. This gives credence to the fact that persistence of TBT and some other biocides is a global problem that cannot be ignored.     

An Assessment of Oil Pollution in the Coastal Zone of Patagonia,Argentina

The Patagonian coast is considered a relatively pristine environment. However, studies conducted along coastal Patagonia have showed hydrocarbon pollution mostly concentrated at ports that have fishing, oil loading, general merchant, and/or tourist activities. A high value of total aliphatic hydrocarbons (TAH) was found at the Rawson fishing port (741 μg/g dw). In other ports with and without petroleum-related activities, hydrocarbon values were approximately 100 μg/g dw. The highest values for TAH and total aromatic hydrocarbons (TArH) were found in Faro Aristizábal, north of San Jorge gulf (1304 and 737 μg/g dw, respectively). This is very likely the result of petroleum-related activities at the Comodoro Rivadavia, Caleta Cordova, and Caleta Olivia ports located within this gulf. In other coastal areas away from potential anthropogenic sources, hydrocarbon values were less than 2 and 3 μg/g dw for TAH and TArH, respectively. This review of published and unpublished information suggests that ports are important oil pollution sources in the Patagonian coast. More detailed studies are needed to evaluate the area affected by port activities, to understand the mechanisms of hydrocarbon distribution in surrounding environments, and to assess bioaccumulation in marine organisms. Despite that some regulations exist to control oil pollution derived from port and docked vessel activities, new and stricter management guidelines should be implemented.