全球集装箱航运企业的航线网络格局及影响因素

doi:10.11821/dlyj020190414

摘要/Abstract

摘要：

采用船期表数据,以全球前20位航运企业中的18家为研究对象,剖析各企业航线网络的异同点,并探讨企业航线配置的影响因素。研究表明：各企业航线网络均具有小世界和无标度特征,东亚是航班的首要集聚区,并且均为轴辐连接与点对点连接并存的混合式网络;各企业航线网络的市场广度和深度各异,根据航班的空间分布特征可将企业划分为4种类型,其中高丽海运、汉堡南美、阿拉伯轮船和万海航运专注于特定区域的细分市场,且拥有不同于全球枢纽港的企业枢纽港;港口腹地货源、港口自然条件及作业效率、海运保护政策、企业自身能力等是影响企业航线布局的重要因素。本研究有助于揭示航运企业的航线组织模式,为港口管理者决策提供参考。

关键词: 航运企业, 航线网络, 枢纽港, 区域市场, 组织模式

Abstract:

Shipping enterprises are the organizers of container transportation. Their choice of routes and ports directly affects the construction of container network. In this paper, using the schedule data, 18 of the top 20 shipping enterprises are selected as the research objects to analyze the similarities and differences of their route network patterns, and to explore the influencing factors of their route configuration. We can find that, the route network of each enterprise has the characteristics of small world and scale-free, which means that it is controlled by a small number of highly connected hub ports. East Asia is the primary agglomeration area for each company’s schedule. Singapore, Shenzhen, Busan, Hong Kong and Shanghai occupy an important position in the route network of each company. And the enterprise route network shows a certain hub-and-spoke feature, which is a hybrid network where the hub-and-spoke connection and the point-to-point connection coexist. The differences of their networks are as follows: the market coverage and depth of each enterprise varies greatly, shipping giants such as Maersk and Mediterranean take both breadth and depth into account, CMA CGM and ZIM focus on market breadth, while Korea Marine Transport Company and Hamburg Sud tend to dig deep into the regional market; there are large differences in the spatial distribution of each company’s schedule, according to which, the shipping enterprises can be divided into four types, and as one of the types, Korea Marine Transport Company, Hamburg Sud, United Arab Shipping Company and Wan Hai Lines focus on specific regional market segments; the hub ports chosen by shipping enterprises are quite different, and some enterprises such as Korea Marine Transport Company and United Arab Shipping Company have their own hub ports that are not global hubs. The route configuration of shipping enterprises is affected by a variety of factors, such as source of goods of port hinterland, natural conditions and operation efficiency of ports, maritime protection policy, and enterprise scale and port investment. This study enriches the theory of transport geography, and reveals the route organization mode of shipping enterprises, which can provide guidance for the decision-making by port managers.

Key words: shipping enterprise, route network, hub port, regional market, organization mode

王伟, 金凤君. 全球集装箱航运企业的航线网络格局及影响因素[J]. 地理研究, 2020, 39(5): 1088-1103.

WANG Wei, JIN Fengjun. Route network pattern and its influencing factors of container shipping enterprises[J]. GEOGRAPHICAL RESEARCH, 2020, 39(5): 1088-1103.

图/表 6

图1

图2

表1

表2

表3

主要航运企业的枢纽港"

航运企业	枢纽港	港口数量（个）
全球	香港港、新加坡港、深圳港、上海港、釜山港、宁波港、青岛港、纽约港、巴生港、苏伊士港、曼萨尼约港、汉堡港、勒阿弗尔港、鹿特丹港、高雄港、天津港、厦门港、科伦坡港、大连港、横滨港、丹戎帕拉帕斯港、瓦伦西亚港、墨尔本港、布里斯班港、德班港、吉达港、安特卫普港、东京港、南安普顿港、萨凡纳港、塞得港、那瓦舍瓦港、科隆港、杰贝阿里港、林查班港、达米埃塔港、陶朗加港、哥德堡港、诺福克港、洛杉矶港、金士顿港、神户港、热那亚港、奥斯陆港、桑托斯港、巴拿马城港、名古屋港、光阳港、布宜诺斯艾利斯港、门司港、基隆港、大阪港、广州港、奥克兰港、杜阿拉港、马耳他港、巴塞罗那港、卡拉奇港、塔兰托港、博多港、休斯顿港、悉尼港、里约热内卢港、马尼拉港、胡志明港	65
马士基	丹戎帕拉帕斯港、香港港、深圳港、上海港、苏伊士港、宁波港、横滨港、青岛港、高雄港、天津港、塞得港、釜山港、新加坡港	13
地中海航运	深圳港、香港港、宁波港、上海港、曼萨尼约港、新加坡港、青岛港、厦门港、天津港、阿里卡港	10
达飞海运	深圳港、香港港、上海港、巴生港、宁波港、厦门港、马耳他港、青岛港、釜山港、康斯坦萨港、伊利柴夫斯基港、诺福克港、苏伊士港、达米埃塔港、高雄港、汉堡港、天津港	17
中远海运集运	香港港、上海港、新加坡港、深圳港、苏伊士港、宁波港、釜山港、青岛港、厦门港、广州港、高雄港、光阳港	12
赫伯罗特	新加坡港、上海港、釜山港、深圳港、香港港、吉达港、宁波港、科伦坡港、青岛港、达米埃塔港、巴生港、横滨港	12
长荣海运	香港港、深圳港、上海港、宁波港、青岛港、高雄港、新加坡港、丹戎帕拉帕斯港、巴生港、科隆港、天津港、大连港	12
阳明海运	香港港、上海港、新加坡港、高雄港、汉堡港、釜山港、宁波港、青岛港、厦门港、深圳港、纽约港、格但斯克港、什切青港	13
汉堡南美	香港港、釜山港、上海港、新加坡港、青岛港、布里斯班港、宁波港	7
东方海外	新加坡港、香港港、上海港、深圳港、釜山港、宁波港、青岛港、科伦坡港、南安普顿港、厦门港、高雄港	11
阿拉伯轮船	新加坡港、宁波港、杰贝阿里港、深圳港、豪尔法坎港、香港港、吉达港、上海港、阿布扎比港、巴林港	10
日本邮船	新加坡港、香港港、釜山港、宁波港、上海港、深圳港、名古屋港、青岛港、基隆港、达米埃塔港、巴生港	11
商船三井	釜山港、新加坡港、香港港、上海港、深圳港、青岛港、宁波港、曼萨尼约港、天津港	9
现代商船	香港港、深圳港、新加坡港、釜山港、宁波港、上海港、苏伊士港、青岛港、高雄港、厦门港、巴生港	11
川崎汽船	釜山港、新加坡港、香港港、深圳港、青岛港、天津港、上海港、大连港、纽约港	9
太平船务	新加坡港、香港港、上海港、宁波港、深圳港、巴生港、青岛港、釜山港	8
以星航运	深圳港、上海港、香港港、苏伊士港、宁波港、新加坡港、巴生港、釜山港、勒阿弗尔港、汉堡港、科伦坡港、洛比托港、格但斯克港、什切青港、青岛港、奥尔胡斯港	16
万海航运	香港港、新加坡港、巴生港、深圳港、上海港、宁波港、基隆港、高雄港	8
高丽海运	釜山港、上海港、香港港、苫小牧港、高松港、富山港、德岛港、新泻港、新加坡港、深圳港、八代港	11

表3

表4

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航运企业	区域
航运企业	东亚	欧洲西部	北美	东南亚	大洋洲	撒哈拉以南的非洲	北非	东欧	加勒比海地区	南美洲	南亚	西亚	中美
马士基	47.9	12.8	8.9	8.5	1.9	5.4	4.8	0.4	0.1	3.5	0.8	3.1	1.9
地中海航运	58.5	12.9	6.1	2.9	6.5	2.7	2.0	0.2	0.5	3.9	0.2	1.3	2.3
达飞海运	45.4	18.9	5.5	5.4	1.7	4.1	4.6	1.1	1.6	6.1	0.8	4.2	0.6
中远海运集运	51.6	10.6	9.3	8.2	3.4	0.3	3.9	0.5	0.6	2.8	1.1	3.5	4.3
赫伯罗特	48.6	9.2	9.4	14.5	1.2	0	3.3	0.6	0.1	0.3	4.0	8.7	0
长荣海运	54.2	14.3	6.5	8.3	1.9	0.4	3.3	0	0	2.9	2.1	3.8	2.4
阳明海运	51.9	15.9	9.6	11.9	0	0	2.3	0.1	0	0	2.4	5.2	0.8
汉堡南美	43.7	0.6	4.2	5.7	15.9	2.2	0.3	0	0	25.2	0.3	0.1	1.6
东方海外	52.2	9.4	5.0	22.7	1.5	0	0.7	0.5	0	1.3	3.2	3.1	0.3
阿拉伯轮船	26.0	18.7	1.5	13.5	1.1	0	1.6	0.5	0	0	1.0	36.2	0
日本邮船	49.4	11.1	5.7	11.3	3.5	0.7	1.7	0.4	0.9	8.2	1.4	3.1	2.7
商船三井	48.8	8.5	11.4	8.8	7.0	3.3	1.2	0.3	0.4	5.1	1.8	2.0	1.4
现代商船	51.7	18.6	4.4	9.3	3.9	0.2	5.9	0.3	0	1.2	1.5	2.3	0.7
川崎汽船	48.1	12.1	5.6	7.9	2.6	3.6	3.4	0.3	0	7.9	1.3	7.2	0.1
太平船务	43.5	2.4	0.7	16.4	9.9	6.1	1.3	0.3	0	2.9	13.3	3.1	0
以星航运	43.9	12.6	8.2	11.5	0	0.8	4.4	0.2	1.6	2.5	4.5	7.1	2.5
万海航运	51.8	1.7	0.8	26.5	0	0	0.7	0.2	0	0	11.3	7.1	0
高丽海运	77.1	0	0	14.2	0	0	0	0.2	0	0	4.9	3.5	0

航运企业	节点数	航段数	成环率	结合度	连接率	平均路径长度	随机网络的平均路径长度理论值	簇系数	随机网络的簇系数理论值
马士基	139	300	0.017	0.031	2.16	4.43	6.42	0.159	0.016
地中海航运	114	221	0.017	0.034	1.94	5.21	7.15	0.129	0.017
达飞海运	180	320	0.009	0.020	1.78	8.49	9.02	0.100	0.010
中远海运集运	146	325	0.017	0.031	2.23	5.59	6.23	0.107	0.015
赫伯罗特	101	196	0.019	0.039	1.94	5.45	6.96	0.089	0.019
长荣海运	101	239	0.028	0.047	2.37	4.02	5.36	0.131	0.023
阳明海运	116	282	0.025	0.042	2.43	4.55	5.35	0.131	0.021
汉堡南美	67	113	0.022	0.051	1.69	3.67	8.04	0.134	0.025
东方海外	100	186	0.018	0.038	1.86	5.38	7.42	0.103	0.019
阿拉伯轮船	65	110	0.023	0.053	1.69	4.74	7.94	0.101	0.026
日本邮船	100	197	0.020	0.040	1.97	4.66	6.79	0.144	0.020
商船三井	133	286	0.018	0.033	2.15	3.89	6.39	0.161	0.016
现代商船	94	207	0.027	0.047	2.20	4.10	5.76	0.149	0.023
川崎汽船	82	148	0.021	0.045	1.80	4.93	7.46	0.153	0.022
太平船务	110	155	0.008	0.026	1.41	5.09	13.71	0.086	0.013
以星航运	141	201	0.006	0.020	1.43	9.96	13.95	0.065	0.010
万海航运	89	151	0.016	0.039	1.70	4.52	8.49	0.137	0.019
高丽海运	67	130	0.030	0.059	1.94	3.70	6.34	0.140	0.029

航运企业	联系全球枢纽港数量及在所有联系港口中的占比		联系全球枢纽港的航班数量及在企业航班中的占比		首位联系为枢纽港的航班比例（%）
航运企业	数量（个）	占比（%）	数量（个）	占比（%）	首位联系为枢纽港的航班比例（%）
马士基	51	36.7	5773	76.4	21.8
地中海航运	36	31.6	4225	73.6	17.7
达飞海运	51	28.3	3734	72.4	20.4
中远海运集运	52	35.6	3610	73.6	18.1
赫伯罗特	43	42.6	2739	80.4	25.0
长荣海运	50	49.5	3483	82.2	19.0
阳明海运	47	40.5	3344	76.7	19.0
汉堡南美	32	47.8	2735	64.8	25.0
东方海外	40	40.0	2827	69.4	19.3
阿拉伯轮船	30	46.2	1427	56.0	28.8
日本邮船	48	48.0	2322	76.7	19.1
商船三井	57	42.9	2486	76.6	16.8
现代商船	52	55.3	2232	85.4	25.6
川崎汽船	35	42.7	1817	72.8	18.6
太平船务	38	34.5	1632	64.9	15.1
以星航运	44	31.2	1934	68.1	16.7
万海航运	35	39.3	1797	71.4	22.5
高丽海运	23	34.3	749	50.1	41.4