Impact of Hinterland Manufacturing on the Development of Container Ports: Evidence from the Pearl River Delta, China

Container ports and hinterland manufacturing are two important forces of the local participation in economic globalization.This study,taking the Pearl River Delta(PRD),China with an export-oriented economy as an example,applies Huff and panel regres-sion models to evaluate the impact of hinterland manufacturing on the development of container ports during the period of 1993–2019.The results show that 1)the spatial patterns of hinterlands for hub ports help to determine the distribution range and scale of economic variables that affect port throughput;2)the hinterland’s gross manufacturing output has universally positive influence on port through-put,wherein export-oriented processing and the entire manufacturing industry have significantly positive impact on port throughput in 1993–2011 and 2001–2019,respectively;3)the two internal structural factors related to an export-oriented economy,labor-intensive sectors and foreign-funded terminals,have positively moderate the direct influence of hinterland manufacturing on port throughput.Our results highlight the importance of local context in understanding port-manufacturing relationship in developing economies.Based on our findings,policy implications are further proposed to enhance port network organization in PRD.

Summer atmospheric boundary layer structure in the hinterland of Taklimakan Desert, China

Understanding the characteristics of the structure of desert atmospheric boundary layer and its land surface process is of great importance to the simulations of regional weather and climate. To investigate the atmospheric boundary layer structure and its forming mechanism of Taklimakan Desert, and to improve the accuracy and precision of regional weather and climate simulations, we carried out a GPS radiosonde observation experiment in the hinterland of Taklimakan Desert from 25 June to 3 July, 2015. Utilizing the densely observed sounding data, we analyzed the vertical structures of daytime convective boundary layer and nighttime stable boundary layer in summer over this region, and also discussed the impacts of sand-dust and precipitation events on the desert atmospheric boundary layer structure. In summer, the convective boundary layer in the hinterland of Taklimakan Desert developed profoundly and its maximum height could achieve 4,000 m; the stable boundary layer at nighttime was about 400-800-m thick and the residual mixing layer above it could achieve a thickness over 3,000 m. Sand-dust weather would damage the structures of nighttime stable boundary layer and daytime convective boundary layer, and the dust particle swarm can weak the solar radiation absorbed by the ground surface and further restrain the strong development of convective boundary layer in the daytime. Severe convective precipitation process can change the heat from the ground surface to the atmosphere in a very short time, and similarly can damage the structure of desert atmospheric boundary layer remarkably. Moreover, the height of atmospheric boundary layer was very low when raining. Our study verified the phenomenon that the atmospheric boundary layer with supernormal thickness exists over Taklimakan Desert in summer, which could provide a reference and scientific bases for the regional numerical models to better represent the desert atmospheric boundary layer structure.

Control of Facies and Potential on Jurassic Hydrocarbon Accumulation and Prediction of Favorable Targets in the Hinterland Region of the Junggar Basin

Exploration practices show that the Jurassic System in the hinterland region of the Junggar Basin has a low degree of exploration but huge potential, however the oil/gas accumulation rule is very complicated, and it is difficult to predict hydrocarbon-bearing properties. The research indicates that the oil and gas is controlled by structure facies belt and sedimentary system distribution macroscopically, and hydrocarbon-bearing properties of sand bodies are controlled by lithofacies and petrophysical facies microscopically. Controlled by ancient and current tectonic frameworks, most of the discovered oil and gas are distributed in the delta front sedimentary system of a palaeo-tectonic belt and an ancient slope belt. Subaqueous branch channels and estuary dams mainly with medium and fine sandstone are the main reservoirs and oil production layers, and sand bodies of high porosity and high permeability have good hydrocarbon-bearing properties; the facies controlling effect shows a reservoir controlling geologic model of relatively high porosity and permeability. The hydrocarbon distribution is also controlled by relatively low potential energy at the high points of local structure macroscopically, while most of the successful wells are distributed at the high points of local structure, and the hydrocarbon-bearing property is good at the place of relatively low potential energy; the hydrocarbon distribution is in close connection with faults, and the reservoirs near the fault in the region of relatively low pressure have good oil and gas shows; the distribution of lithologic reservoirs at the depression slope is controlled by the distribution of sand bodies at positions of relatively high porosity and permeability. The formation of the reservoir of the Jurassic in the Junggar Basin shows characteristics of favorable facies and low-potential coupling control, and among the currenffy discovered reservoirs and industrial hydrocarbon production wells, more than 90% are developed within the scope of facies- potential index FPI〉0.5, while the FPI and oil saturation of the discovered reservoir and unascertained traps have relatively good linear correlation. By establishing the relation model between hydrocarbon- bearing properties of traps and FPI, totally 43 favorable targets are predicted in four main target series of strata and mainly distributed in the Badaowan Formation and the Sangonghe Formation, and the most favorable targets include the north and east of the Shinan Sag, the middle and south of the Mobei Uplift, Cai-35 well area of the Cainan Oilfield, and North-74 well area of the Zhangbei fault-fold zone.

Combination and superimposition of source kitchens and their effects on hydrocarbon accumulation in the hinterland of the Junggar Basin,west China

In the hinterland of the Junggar Basin, there are multiple depressions with multiple sets of source rocks. Therefore, the conditions of hydrocarbon sources are complex, and the geochemical characteristics and sources of hydrocarbon vary in different structural belts. The evolution of the Che- Mo palaeohigh affected the formation of hydrocarbon source kitchens and hydrocarbon migration. We studied the combination and superimposition of hydrocarbon source kitchens, using as an example the hinterland of the Junggar Basin （including the Yongjin, Zhengshacun, Moxizhuang and Luliang uplift areas）. The study was based on geochemical analyses of crude oil and fluid inclusions, and the histories of tectonic evolution and hydrocarbon generation. The results indicated that before the Paleogene there were two hydrocarbon-generating depressions： the Western Well Penl depression and the Changji depression on the south and north sides of the Che-Mo palaeohigh, respectively. The Permian source kitchen had been generating hydrocarbon continuously since Triassic and reached high maturity stage in the Cretaceous period. After Paleogene, the adjustment of the Che-Mo palaeohigh led to the subsidence of the Changji depression and the Jurassic source rocks reached mature stage and became the main source kitchens. However, the Jurassic source rocks in the Western Well Penl depression were still in a low maturity stage and did not generate oil because of the adjustment of tectonic movements. As a result, in the central and southern parts of the Junggar Basin, Jurassic source rocks generated oil, but in the Luliang uplift, the crude oil was from the Permian source rocks in the Western Well Penl depression and the Jurassic source rocks did not contribute. The crude oil in the central Zhengshacun-Moxizhuang belt was from the Permian source rocks in two depressions, and partially from the Jurassic source rocks. The crude oil in the Luliang uplift was from the source rocks of the lower Permian Fengcheng Formation and middle Permian Wuerhe Formation, which is characterized by superimposition of two sets of source kitchens and three accumulation stages. The crude oil in the Yongjin tectonic belt was from the lower Permian, middle Permian and Jurassic source rocks, which is characterized by superimposition of three sets of source kitchens and two accumulation stages. The crude oil in the Zhengshacun tectonic belt was from a combination of source kitchens of lower Permian and middle Permian in the Western Well Penl depression in the early stage and from the superimposition of Jurassic source rocks in the Changji depression in the late stage.

Facies Analysis and Depositional Environment of the Oligocene-Miocene Asmari Formation, Bandar Abbas Hinterland, Iran

The Asmari Formation is a thick carbonate sequence of the Oligocene-Miocene in the Zagros Basin, southwest of Iran. This formation is located in Bandar Abbas and Coastal Fars regions on the following two sections: Anguro anticline (west-northwest of Bandar Abbas) and Gavbast anticline (southwest of Lar County). The Asmari Formation has diameters of 68 and 26 m in the Anguro and Gavbast sections, respectively. This formation is composed of limestone, dolomitic limestone and an altered form of marl. Based on the results of petrographic analyses, 7 facies were identified in the Anguro and Gavbast sections in the study region. The facies were deposited on the following 3 belts: tidal flat (MF 1 - 3), lagoon (MF 4 - 5) and open marine (MF 6, 7). According to evidence such as the gradual change of microfacies, the lack of main reef barriers, and the lack of slumping and sliding features, the Asmari Formation was formed in a marine environment of carbonate homoclinal ramp type. This environment is composed of the following two subenvironments: the inner ramp and the middle ramp. The comparison of the facies identified in the Anguro and Gavbast sections indicates that Gavbast section is mainly composed of lagoon facies. Moreover, the Anguro section demonstrates more facies diversity than Gavbast section.

THE DEVELOPMENT OF THE TUMEN RIVER AND THE ECONOMIC GEOGRAPHICAL BACKGROUND OF ITS HINTERLAND

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Hinterland Intermodal Freight Flow Optimization for Ports Competition Evidence of West Africa ECOWAS Region

Major problem considered in this study was the intermodal routing problem of regional freight transportation in West Africa ECOWAS (Economic Community Of West Africa States), which can be defined as the problem of determining the freight flow quantity, the transportation mode in each transit corridor while satisfying the freight demand at each West Africa transit country (Mali, Burkina Faso and Niger). The objective was to minimize in land transportation costs. In order to solve optimally and represent the problem, this research employed a linear programming model. The model was solved using Lingo Mathematic Application. The model results showed that port oriented freight logistics in west Africa ECOWAS region do not flow along optimal path and such incur longer time and higher logistics cost than is geographically necessary.

Rail-Road Hinterland Intermodal Terminal Location in West Africa Region—Case Study of Corridor Port of Abidjan to Ouagadougou-Bamako

Efficient and effective movement of goods is very critical in today’s competitive environment especially for developing countries suffering from crippling logistics costs which limit their competitive ability in the global economy. Putting in place an optimal logistics network design offers great potential for logistics cost reduction and service quality improvement [1]. Therefore, this paper presents a model for effective integration of inland intermodal terminal into logistics network. The model simultaneously determines the number and location of inland terminals in network that minimize the total cost of freight flow to hinterland. The model uses Abidjan port in Cote d’Ivoire as the case study for solving numeric examples. The problem will be formulated in the case of a rail-road network where post-routing is done by road and rail link between terminal. We present a linear optimization model which is implemented using LINGO Mathematical Modeling Language.

国家战略腹地建设的内涵特征、重大意义和推进策略

面对复杂的国际政治环境和全球产业竞争,立足我国新发展阶段的新特征,我国亟需尽快优化调整重大生产力布局,在广大中西部内陆腹地拓展战略纵深,夯实国家安全基石。2023年12月中央经济工作会议首次提出“建设国家战略腹地”的战略构想,为优化重大生产力布局,保障我国国家安全创造了条件。“国家战略腹地”是相对于前沿地区而言,能为前沿地区提供强大支撑的战略后方,主要是指围绕我国东部沿海起着稳定后方并服务国家战略安全的中西部内陆城市群或相应地区。“国家战略腹地”概念首次在国家层面提出,是党中央从国家发展大局去考量和谋划的,相比其他重大区域战略,国家战略腹地具备地理区位的枢纽性、经济发展的强大韧性、创新发展的引擎性、城市文化的凝聚性等基本特征。从我国区域经济发展史看,“三线建设”“区域协调发展战略”在不同历史时期承担了优化重大生产力布局、维护“大后方”的使命任务,国家战略后方作为新时代“大后方”概念,在新时代语境下自然也被寄予历史重任。进言之,加快推进国家战略腹地建设是当前应对百年大变局的应有之义、构建新发展格局的乘势之举和优化重大生产力布局的破题之策,唯有以自身的确定性应对外部的不确定性,才能把握战略主动。为把战略决策和预期目标变为现实结果,国家战略腹地建设必须系统推进。通过完善战略规划顶层设计、统筹战略物资储备建设、强化战略科技力量支撑、打造战略产业备份基地和建设战略运力空间网络,使之成为我国经济发展的新的增长极和动力源,不断推进新时代大后方高质量发展和高水平安全建设。

Geochronology of Yanshanian Magmatism and Metamorphism in the Hinterland of the Dabie Mountains and Their Geologic Implications

A strong tectono-magmatic thermal event has been revealed by field observations of granitic, migmatiticand metamorphic rocks in the hinterland of the Dabie Mountains. K-Ar, Ar-Ar and Rb-Sr determinationsshow that the event took place 133-117 Ma ago (Yanshanian). Contemporaneously, a southwestwardthrust-type ductile shearing at multiple levels occurred in the lower crust or at even deeper levels, suggestingthat the Dabie Mountains region was still under the influence ot strong continent-continent overlappingtectonism of the Yangtze block under the Sino-Korean block at depth. Metamorphic rocks of amphibolitefacies, migmatites and deep structural deformations resulting from this tectonothermal event are now exposedto the surface. The present features of the Dabie Mountains thus have appeared only since ca. 100 Ma B.P. Theblock composed of the Dabie Group is not an uplift or shield which would have undergone a long-continuederosion.

集装箱港口集疏运重卡电动化的经济性分析

为分析集装箱港口集疏运重卡电动化的经济性,考虑购置税优惠、补贴、贷款、排放成本等因素,建立广义总拥有成本现值估算模型,构建经济性分析指标,并分析“购买底盘+电池”(方案1)和“购买底盘+租赁电池”(方案2)的经济性。结果表明,在设定条件下,无论是否考虑排放成本,两种方案都不具经济性,但考虑排放成本能有效缓解重卡电动化的成本劣势。当考虑排放成本且其他因素不变时,若电池租金<5.61万元,或电价≤1.28元/(kW·h),或油价≥8.48元/L,或柴油重卡能耗强度≥0.40 L/km,或电动重卡能耗强度≤1.34 (kW·h)/km,方案2具有经济性。类似地,若使方案1具有经济性,应满足电池价格<22.11万元,或电价<1.23元/(kW·h),或油价>8.72元/L,或柴油重卡能耗强度≥0.41 L/km,或电动重卡能耗强度≤1.28 (kW·h)/km。免征电动重卡购置税能有效改善两种方案的经济性指标。调增单位排放成本或电动重卡补贴额度虽能确保两种方案都具有经济性,但其所需调增幅度较高,可能增加重卡司机或政府的经济负担。

成渝地区双城经济圈国家战略腹地建设的内在逻辑、现实基础与路径选择

加强国家战略腹地建设是落实党的二十大作出“以新安全格局保障新发展格局”的战略部署,彰显了党中央统筹实现高质量发展和高水平安全动态平衡的重大战略考量。作为国家明确的战略腹地,同时叠加城市群成为区域发展的空间极核点与要素承载地的发展趋势,成渝地区双城经济圈主动服务和融入新时代国家战略腹地建设意义重大。“国家战略腹地”是邻近国家级的极核或先行地区,拥有经济高质量发展的基础和产业承接能力,能在一般或特殊时期支撑总体经济运行、承接产业转移、提供资源供给及保障生态安全,服务国家战略全局发展的内陆纵深区域。“国家战略腹地核心承载区”是成渝地区双城经济圈在国家战略腹地建设中的重要定位,担负着“以一域谋全局”的高质量发展价值追求,凝结了党中央统筹高质量发展和高水平安全的价值属性,是局部性和系统性并存的关键空间,是带动广大战略腹地高质量发展的重要增长极和新的动力源。新时代国家战略腹地核心承载区应具备经济组织活跃、产业部类齐备、要素供给充足、基础设施完善等发展优势。当前,成渝地区双城经济圈领有“扎实完备”的发展基础及产业体系、领有“保链稳链”的关键科技创新实力、具有“服务大局”的产业备份承接能力、富有“平战结合”的要素供应和设施支撑,已具备打造新时代国家战略腹地核心承载区的比较优势;但同时也存在区域空间结构发育不完全、高科技成果转化效能不强、区内产业同质化和显示度弱等薄弱环节。未来,成渝地区双城经济圈要以战略思维建设国家重要战略产业备份基地、以创新思维培育自主创新的区域创新体系与模式、以底线思维打造保障国家重要初级产品供给战略基地、以极限思维完善“平急转换”“平战结合”产业体系,努力打造新时代国家战略腹地核心承载区。

Shunt-E 4.0—Autonomous Zero Emission Shunting Processes in Port and Hinterland Railway Operations

The port railway operation in Germany and Europe is not least due to its long history of technological and regulatory developments characterized by a high number of players and a lack of comprehensive planning and optimization of all relevant processes.Innovative technologies and business processes are therefore useful and needed to achieve key steps on the way to an overall optimization of rail transport within global supply chains.A substantial part of the European rail freight transport has its origin or its destination in an inland or sea port.Considering the railway system,ports play a more important role for urgently needed innovations than the pure interfaces between sea and land transport.Especially ports with their own railway system have an own responsibility in this matter.Insofar the goal of the Bremen Port Railway—which already now has a leading share of railway in modal split in Europe—is to exploit the opportunities offered by digitalization.Significant steps for this are the optimization and gradually automatization of rail operational processes on the last mile including modern and transparent IT systems and the designing of autonomous shunting processes.Together with research partners ISL(Institute of Shipping Economics and Logistics Bremen),BIBA(Bremen Institute for Production and Logistics)and IVE(Institute for Transport,Railway Construction and Operation in Brunswick)and in connection with associated business partners the project Rang-E has been applied for at the Ministry of Transport in the funding initiative IHATEC(Innovated HArbour TEChnologies)—and had won a grant to perform the proposed work.Basic thoughts are outlined in the following.

Staying With Living Buddhas——Young Tibetan Living Buddhas Visit Hinterland

EDITOR'S NOTE:The author wasblessed with a rarechance to be with31 Living Buddhas,kampo abbots andsutra teaches-hail-ing from Tibet andthe areas inhabitedby the Tibetans inSichuan,Qinghai,Gansu and YunnanProvinces,andrecorded the follow-ing stories．

A Trip Into The Hinterland of The Himalayan Area

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发展新质生产力推进成渝地区双城经济圈国家战略腹地建设

2023年12月,中央经济工作会议提出“优化重大生产力布局,加强国家战略腹地建设”的重大策略。党中央高度重视西部地区发展,2024年4月习近平总书记考察重庆时强调“建设成渝地区双城经济圈是党中央作出的重大战略决策”。2024年的《政府工作报告》再次强调加强国家战略腹地建设的重要性。顾名思义,战略腹地是相较于沿海(沿边)地区而言的。因此,中西部地区必将是国家战略腹地建设的重点区域。成渝地区双城经济圈位于长江上游,与东部沿海地区有数千公里的距离,在国家西部大开发战略推动下,双城经济圈社会经济和科技发展水平不断追赶沿海三大经济增长极。该地区人口众多、土地辽阔、自然资源丰富、经济规模较大、科技力量雄厚、战略地位特殊,是打造新时代国家战略腹地的理想核心承载地区之一。本文首先梳理21世纪以来成渝地区双城经济圈在经济增长、人口集聚、科技创新、产业发展、市场培育、对外开放等方面所取得的显著成就,在此基础上分析该地区培育新质生产力、提高发展质量的机遇和挑战,最后提出新时代成渝地区双城经济圈建设国家战略腹地核心承载区的政策建议。

扬州港口物流效率与腹地经济协同发展研究

在对扬州港口物流发展现状和扬州市经济发展进行分析的基础上,选取6个一级指标和14个二级指标,构建了扬州港口物流效率与扬州市经济协同发展的评价指标体系。运用Malmquist-DEA模型对2009-2023年扬州港物流效率进行测度,结果表明扬州港口的资源配置效率呈上升趋势;采用熵权法对物流和经济系统进行赋权,运用协同度模型对扬州港口物流和城市经济协同度进行评价,显示2009-2023年两者协同度实现了从低度协同到一般协同的转换;运用灰色关联度模型对扬州港口物流和扬州市经济的协同机理进行实证分析,结果表明,扬州港口货物吞吐量与第三产业经济占比关联度最高,集装箱吞吐量与工业总产值关联度最高,生产用码头长度和社会消费品零售总额关联度最高,扬州港口物流指标与固定资产投资关联度最低。最后,提出扬州港口物流与其腹地经济协同发展的对策建议,包括深化港产城融合发展、强化智能化及信息化建设、拓展国际市场通道、推动绿色低碳发展和优化营商环境等,以期提升扬州港口物流在地方经济发展中的作用,加快形成新质生产力,为扬州经济高质量发展提供支持。

我国西部陆海新通道的港口腹地分析

运用多种运输方式下的基础设施地理空间数据和OD流量大数据,识别西部陆海新通道主要港口潜在腹地和真实腹地的空间格局,评价两类腹地的空间匹配关系。结果表明:(1)西部陆海新通道主要港口两类腹地的范围大致相同,腹地内部竞争力的空间分布存在差异;(2)西部陆海新通道主要港口的潜在腹地覆盖范围较广但竞争力不强,通道对于时间价值更高的货物更具吸引潜力;(3)西部陆海新通道主要港口的真实腹地覆盖范围在运输方式间存在显著差异,公路腹地与港口邻近而铁路腹地与港口分离;(4)交通基础设施质量和运输服务水平是影响两类腹地匹配关系的重要因素,大能力运输通道匮乏导致广西和通道西侧的运输供给能力较弱,班列竞争力不足制约了川渝地区的通道运输份额。未来,应提高西部陆海新通道建设的供需匹配针对性,拓展建设中缅印度洋新通道,以进一步保障我国海外战略性关键资源的供应安全。