Sponsored by Geographical Society of China;Hunan Institute of Economic Geography
ISSN 1000-8462 CN 43-1126/K
12 issues per year
Discipline(s): Economics & Finance
Current Issue: Issue 04, 2018
Economic Geography is supervised by China Association for Science and Technology, and sponsored by The Geographical Society of China, Hunan Institute of Economic Geography. It aims to publish the research results in territorial management, regional planning, agricultural regionalization, urban/rural construction planning, industry, agriculture, transportation and urban layout in China, and to introduce advanced economic geography researches from other countries. Its scope mainly covers area studies, urban/rural development, industry layout, transportation geography, and tourism development. The Journal is included in CSSCI.
Liu Weidong, Liu Peilin, Li Xiaojian, Yang Qingshan, Zhang Jingxiang, Zhang Hongou, Gu Chaolin, Zeng Gang, Xie Bingeng, Wei Xiao
Empirical research on trade potential between Xinjiang and the Eurasian Economic Union under the “Silk Road Economic Belt”
Vol 38,No. 04
Xinjiang Uygur Autonomous Region (referred to as Xinjiang) is the core region in China’s “Belt and Road” Initiative, which is also an important transportation hub and business logistics center connecting Eurasia. Its distinctive privilege in location will promote this region to serve as a vital base for opening up towards the west and deepening trade cooperation with European and Asian countries. The results show plenty of room for the growth of trade potential between Xinjiang and Armenia, vast potential of considerable improvement in Xinjiang-Russia and Xinjiang-Belarus trade, possible trade potential for Xinjiang and Kazakhstan, and limited potential between the trade of Xinjiang and Kyrgyzstan. Taking all the results into conclusion, the paper raises three policy suggestions: to change the way of economic development in Xinjiang, to take care of both cooperation with Central Asia and with Commonwealth of Independent States, and to put the construction of infrastructure in communication and transportation as a priority.
Evolution of industrial spatial differentiation in Hongqiao integrated transportation hub area of Shanghai
Vol 38,No. 04
This paper analyzed the formation process and evolution characteristics of integrated transport hub, and refined the process of urban industrial space evolution and regional development effect caused by the construction of the integrated transport hub of the type of “aviation & high-speed railway,” which enables people to guide the development of practical and theoretical research in this type of region scientifically. This paper selected data from some industries in 2004, 2007, 2010 and 2013, took methods of the holistic analysis, the circle-layer analysis, the hotspot analysis and kernel density estimation to study the formation and evolution process of Hongqiao integrated transportation hubs in Shanghai from two aspects: the industrial structure and spatial layout evolution. The results showed that: (1) The Integrated transportation hubs bring the mixed development of diversity of transport modes, lead to the flood and superposition of the multi-type related industries, with typical space emergence and the place effect, which is different from the evolution of a single type of transportation hub, such as aviation and high-speed railway. (2) Around the period of the formation of the hub region, the type and layout of the cluster industry presented the different characteristics. Before 2010, Hongqiao International Airport mainly concentrated on manufacturing. After Hongqiao integrated transport hub of the type of “aviation & high-speed railwayway” is formed, the wholesale and retail and transportation industries in the tertiary industry have been gradually gathered, the hot spot gradually moved from the outer layers to the center. (3) The layout of the enterprises in the hub area shows the evolution of point-line-plane evolution, space accumulation, space displacement. And it has a unique spatial structure and space form. This research results have some references for the planning and theoretical research in the integrated transportation hub area.
Spatial link and structure of urban network in China based on big data analysis of high-speed railway passenger flow
Vol 38,No. 04
Based on the big data analysis of high-speed railway passenger flow, this paper made a preliminary study on the spatial pattern, the whole and the local link and the node attribute of Chinese urban network by using the Geographic Information System (GIS) visualization, social network analysis and statistical analysis. The results are as follows. (1) The links between cities is based on the high-speed railway lines to form the eight passenger flow lines of “four verticals and four horizontals” and the multi-scale urban network, but the influence of the location conditions shows the characteristics of decline from east to central and then to west. (2) The network of Chinese cities has low density and a certain core-periphery structure in terms of overall link. The connectivity and agglomeration intensity coefficients are similar but reflect the different regional link models. (3) In the regional network, the network is roughly formed with eight subgroups of geographically adjacent cities and has a certain coupling with the spatial distribution of urban agglomerations. (4) In the individual network, the distribution of node degree shows a certain power law distribution. In addition to its strong correlation with economic and population scale, the city administrative level also plays a crucial role.
Vol 38,No. 04
Based on the city samples extracted by the commonly used urban population threshold, with the urban resident population data from the 5th and 6th Population Census, this paper studied the statistical distribution pattern, spatial distribution characteristics and structure evolution of China’s city size at the national, regional and provincial levels, by using spatial distribution test, spatial Gini coefficient and Markov transition matrix. The results are as follows. (1) From 2000 to 2010, China’s city size distribution followed the rank-size rule, but it did not follow the rules of logarithmic normal distribution, Pareto distribution or Zipf distribution. The structure of China’s city size is subject to a “pyramid” pattern, and the gap among city sizes is too small. Influenced by the change of administrative area division, China’s city size distribution is more concentrated. There is obvious difference in the growth trend of cities with different sizes. (2) In 2010, the city size distribution in Northeast China followed the regularity of Pareto distribution, and those in other regions did not follow Pareto distribution or logarithmic normal distribution. The gap among city sizes within the four regions is very small, and there is no gradient or anti-gradient differentiation among the four regions. The relative advantages of primate cities in the eastern, western and northeast regions are insignificant. The gap among city sizes within Central China is narrowing, while the gap among city sizes within other regions is widening from 2000 to 2010. (3) The development of city size in most of the provinces is overly balanced, yet the urban systems of several provinces are dominated by one city. The spatial difference of gap of city sizes at the statistical level is significant, but no gradient or anti-gradient differentiation is showed.
Vol 38,No. 04
In order to evaluate the development level of one-stop tourism, the index system was constructed from dimensions of industry economy, space facilities and management effect. We measured the index of one-stop tourism development of 31 provincial-level regions from 2000 to 2015 by the method of generalized principal component analysis and entropy method. And we analyzed their spatial effects. The important findings are as follow. Firstly, the improvement of industrial efficiency, the improvement and sharing of space reception facilities and the innovation of integrated management are the important content and focus points to promote the development of the one-stop tourism and the transformation and upgrading of regional tourism industry. Secondly, the development level of one-stop tourism in China has steadily improved during the past 16 years. The eastern provincial-level regions are in the leading position. Many provincial-level regions which are regarded as resource-rich regions did not get the corresponding scores and rankings. The improvement of the industry economy dimension maintained steady. The dimension of space facilities has achieved a rapid development. And the level of management effect fluctuated obviously with the passage of time. There is a significant global spatial autocorrelation in China’s one-stop tourism development, which is mainly manifested by the spatial agglomeration effect and the trend of strengthening. Most provinces are classified into high-high area and low-low area. The development of one-stop tourism has obvious interactive influence in space. Therefore, the following suggestions were proposed to improve the development of one-stop tourism. It is necessary to consider the benefit and efficiency of the one-stop tourism industry, build a space sharing facilities system that should be suitable for tourism, livable and suitable to the development of local economy, promote the comprehensive management innovation, and encourage the coordinated development of regional tourism industry.