不同管控模式对港口空间结构和交易效率的影响比较——以中国沿海港口群为例
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摘要
以中国沿海五大港口群为研究对象,利用中国沿海五大港口群1994—2012年的赫芬达尔—赫希曼指数和1994—2012年的上市港口企业交易效率数据,比较不同港口管控模式对港口空间结构和交易效率的影响。研究结果表明:港口管控模式从中央主导改为地方主导,港口群集装箱集中度普遍下降,港口空间结构趋于分散。港口管控模式为市场主导时,港口空间结构趋于稳定。不同港口群集装箱集中度下降幅度不一样,其中环渤海港口群、西南沿海港口群、东南沿海港口群集装箱集中度下降较小,珠三角港口群集装箱集中度下降居中,长三角港口群集装箱集中度下降较大。港口交易效率具有规模经济,且呈阶梯式特征。沿海港口在不同体制下的交易效率呈现"市场主导模式>中央政府主导模式>当地政府主导模式"。由此进一步得出结论:近几年沿海省市开展的省内港口整合运动,实质是实施省级政府主导管控模式,将可以实现省内港口分工合理、优势互补、相互协作、竞争有序,沿海相邻省份之间的港口竞争更加激烈和无序,不能使"港口群内部和港口群之间港口分工合理、优势互补、相互协作、竞争有序。
Taking five port groups in China's coastal regions as the research object and based on the transaction efficiency data of the listed port enterprises between 1994 and 2012, this paper compares the influences of different port control model on the port spatial structure and its transaction efficiency by using Herfindahl-Hirschman index. It is shown in the study that the port control mode has changed from the central government leading model to local government-leading model; the concentration of containers in five port groups has gradually been declining and the port spatial structure tends to be scattered. Besides, the port special structure tends to be stable when the port control model is led by the market. In terms of the decline range of the containers' concentration, it is smaller in Bohai port group, and ports groups in the southwestern and southeastern coast than Pearl River Delta port group, it is the largest in Yangtze River Delta. In addition,the relationship between the port transaction efficiency and the scale economy has the ladder-type characteristic,and the port transaction efficiency is different, the sequence(from high to low) is the market-leading mode, the central government leading mode and the local government leading mode. Accordingly, this article concluded that in recent years, the port integration movement in coastal provinces and municipalities actually have implemented the provincial government leading control mode, which is conducive to form a good situation of reasonable division, mutual complement and cooperation and orderly competition among ports in the province, while it doesn't work among the provinces.
Taking five port groups in China's coastal regions as the research object and based on the transaction efficiency data of the listed port enterprises between 1994 and 2012, this paper compares the influences of different port control model on the port spatial structure and its transaction efficiency by using Herfindahl-Hirschman index. It is shown in the study that the port control mode has changed from the central government leading model to local government-leading model; the concentration of containers in five port groups has gradually been declining and the port spatial structure tends to be scattered. Besides, the port special structure tends to be stable when the port control model is led by the market. In terms of the decline range of the containers' concentration, it is smaller in Bohai port group, and ports groups in the southwestern and southeastern coast than Pearl River Delta port group, it is the largest in Yangtze River Delta. In addition,the relationship between the port transaction efficiency and the scale economy has the ladder-type characteristic,and the port transaction efficiency is different, the sequence(from high to low) is the market-leading mode, the central government leading mode and the local government leading mode. Accordingly, this article concluded that in recent years, the port integration movement in coastal provinces and municipalities actually have implemented the provincial government leading control mode, which is conducive to form a good situation of reasonable division, mutual complement and cooperation and orderly competition among ports in the province, while it doesn't work among the provinces.
引文
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[2] Jeffy D.The functions of the Public and Private sector in Ports.Mimeo[R]. Port of London Authority,1994.
[3] Alfred J. Baird. Privatisation of trust ports in the United Kingdom:Review and analysis of the first sales[J]. Transport Poli‐cy,1995,2(2):135-143.
[4] Hochstein A. Strategies for improving port System Performance[C]//Hakim S,Seidenstat P,Bowman W(eds). Privatizing Transportation Systems. Westport,1996.
[5] Hoffinan J. What are the obstacles,aoloe tages,and disadvantages of portprivatization? It all depends![R]. Economie Commis‐sion for Latin America and the Caribbean,Santiago,1998.
[6] Cullinane K,Song D W,Gray R. A stochastic frontier model of the efficiency of major container terminals in Asia:assessing the influence of administrative and ownership structures[J]. Trans‐portation Research Part A:Policy and Practice,2002,36(8):743-762.
[7] Theo E Notteboom. Consolidation and contestability in the European container handling industry[J]. Maritime Policy and Management,2002,29(3):257-269.
[8] Andrew Burchell. Regulation of transport:An overview,in Privatization and deregulation of transport[M]. Macmillan:Macmillan Press Ltd,2000.
[9] Clark X,Dollar D,Micco A. Maritime Transport Costs and Port Efficiency[R]. Washington DC:World Bank,World Bank Poli‐cy Research Working Paper,2002.
[10] Alfred J. Baird. Privatization trends at the world's top-100 con tainer ports[J]. Maritime Policy&Management,2010(3):271-284.
[11] Noriaki Matsushima,Kazuhiro Takauchi. Port privatization in an international oligopoly[J]. Transportation Research Part B:2014,67:382-397.
[12]宋炳良.港口经济政策与管理[M].上海:格致出版社,2009.
[13]罗萍.深化港口管理体制改革[J].宏观经济研究,2003(9):26-30.
[14]王成金.中国港口分布格局的演化与发展机理[J].地理学报,2007,62(8):8-18.
[15]徐杏.我国沿海港口管理体制深化改革的思考[J].中国港口,2014(2):1-4.
[16]马建章.对我国现行港口管理体制的几点思考[J].港口经济,2015(8):15-16.
[17]刘天宝,韩增林.基于国外经验的我国港口管理模式构想[J].海洋开发与管理,2009(10):9-13.
[18]真虹.港口管理[M].北京:人民交通出版社,2010.
[19]王缉宪.中国港口城市的互动与发展[M].南京:东南大学出版社,2010.