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Copyright of Interventions Économiques is the property of Association d'Economie Politique and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

As the gateway of China's opening to the outside world, port forms a gateway-city system with hierarchical and functional division through interaction with carrier cities. Based on the port data of 2001 and 2018, this paper measures the gateway function changes of port cities by transforming the urban flow model, so as to reveal the evolution characteristics and laws of China 's gateway system since the 21st century. The research shows that: (1) Since the start of new century, the external service level of gateway-city has significantly improved, the external service function and value of passenger transport and freight have increased by 4 and 8 times compared with those in 2001. But the external service value of freight is less than that of passen‐ ger transport. Although passenger transport and freight are gradually decreasing in the whole country, the decline of freight in East China has been steeper than the other three regions. There are also significant regional and urban differences in external passenger and freight services in different transport sectors. (2) China's gateway-city property indexes have formed a regional evolution pattern of eastern leading, central and western strengthening and northeast weakening. Using the Dagum Gini coefficient method found that the regional spatial gap of gateway proper‐ ty has been reduced, and the main source for the spatial differentiation of gateway function in China is the disparity among regions. (3) All gateway cities can be divided into four grades: na‐ tional gateway cities, regional gateway cities, provincial gateway cities and local gateway cities, the hierarchical structure of China gateway-city shows a stable 'pyramid' shape. [ABSTRACT FROM AUTHOR]

Background: The significance of postoperative adjuvant radiotherapy (PORT) on the survival of resected IIIA‐N2 non–small cell lung cancer (NSCLC) remains controversial. Here, we aimed to determine the predictive value of the three nodal classifications which might aid in PORT decision‐making. Methods: A total of 4797 patients with stage IIIA‐N2 resected NSCLC were identified in the Surveillance, Epidemiology and End Results (SEER) database and were grouped by whether PORT was administered. Survival analysis was used to identify the patient groups who can benefit from PORT. Multivariate analysis was performed to confirm the independent risk factors for lung cancer‐specific survival (LCSS) and overall survival (OS). A validation cohort of 1184 patients from three medical centers in China were also included. Results: PORT was not associated with better LCSS and OS in the entire cohort after propensity score matching (PSM). However, in the subgroups of positive lymph nodes 4 (PLN4), lymph node ratio 4 (LNR4), and log odds of positive lymph nodes 4 (LODDS4), PORT exhibited its role in improving LCSS (p < 0.05). Although the three nodal classifications were all identified as independent predictors of LCSS and OS, LODDS classification had the best discriminatory ability and prognostic accuracy for stage IIIA‐N2 patients. Similar results were also obtained in the validation cohort. Conclusions: The LODDS classification not only exhibited the best prognostic performance in predicting LCSS and OS in stage IIIA‐N2 disease, but also could help tailor individualized PORT. [ABSTRACT FROM AUTHOR]

Maritime transportation is one of the preferred transportation mode in the supply chain due to its advantages such as high transportation volume and low cost. Thus, more than 90 percent of the goods subject to international trade are transported by sea. Ports, on the other hand, act as a bridge between maritime and other transportation modes as one of the important connection points of the supply chain. On the other hand, it contributes to the development of the national economy and competitiveness. Ports, which combine many complex and dynamic activities such as cargo handling, storage, repair and maintenance, and rescue activities, are also facilities that offer value-added services. In the literature, ports have been evaluated as a cargo handling port until the 1960s, as an industrial port until the 1980s, as a logistics/supply chain port after the 1980s, and as a smart port after the 2010s. Therefore, ports need digital transformation in accordance with today's conditions in order to provide integrated services to other stakeholders in the supply chain in intense competition. In this study, it is aimed to examine the studies in the literature on the smart port, which is a current issue, to better understand the development in this field and to inform the researchers. The Web of Science and Scopus databases, which include scientific journals with high impact around the world, were used and 86 studies were reached. As a result of the elimination of studies with various criterias, bibliometric analysis was applied to 19 articles. The findings showed that the concept is new in the literature, the keyword "smart port" is used the most, and China is the leading country contributing to the field. It is thought that this study will open new horizons for researchers on smart ports. [ABSTRACT FROM AUTHOR]

In order to advance the night voyage (ship entering & leaving port at night) of China's ports in a safe and orderly way, the background and significance of carrying out night voyage in ports were introduced. Based on the case study of the terminal, the improvement range of port and terminal utilization rate by liberalization of night voyage was studied; based on accident statistics, the risk differences between day and night voyage were studied. It is concluded that China's ports have the favorable conditions for further liberating night voyage. On this basis, the principle of scientific demonstration, strict control, adjust measures to local conditions, accurate measure, gradually promote were put forward, which can be used as a reference for related departments and enterprises in China to promote the work of port night voyage. [ABSTRACT FROM AUTHOR]

We used the "technique for order preference by similarity to ideal solution" model to measure port comprehensive strength and its spatial features on the basis of the concept of regional balanced development during the period of port resources integration. Using the panel data for coastal cities from 2001 to 2017, we built a spatial econometric model of port comprehensive strength to explore the effect of port comprehensive strength on economic growth and its spatial spillover effect. The study found the following: (1) The hierarchical structure of China's coastal ports has expanded toward a flat pyramid structure, the shift of which enlarges middle- and high-level ports and shrinks the low-level ones; China's coastal port groups present a "core-periphery structure," which focuses on international and national hubs. (2) China's coastal port comprehensive strength has a significant spatial spillover effect on the economic growth in local and neighboring cities; for every 1% increase in port comprehensive strength, the peripheral economic growth contributes by 0.08% and 0.04%. (3) The spatial spillover effect of coastal port comprehensive strength on the scale of the port group reflects a spatial conglomeration effect and regional differences: the coastal port comprehensive strength of the Pearl River Delta and the Southeast coastal area presents direct and indirect double spillover effects, the port groups in the Yangtze River Delta and Southeast coastal area have a direct spillover effect only, and the Southwest port groups have a double negative spillover effect. • This paper explores the hierarchical structure of China's coastal ports and spatial spillover effect. • China's coastal port comprehensive strength has a significant spatial spillover effect. • Obvious differences in the spatial spillover effect of the comprehensive strength of the five major port groups. [ABSTRACT FROM AUTHOR]

Climate change poses a potential risk to coastal infrastructure, thus threatening the economics or even the safety of human beings. Thus, a better understanding of the attitude of port organizations toward climate adaptation and mitigation is essential. This paper addresses this research gap by investigating 18 port organizations in China. The questions include the impediments and the impact of context, systems, and other factors on the implementation of adaptation strategies. The results indicate that port organizations are generally aware of climate change impacts and agree that some further steps are needed. However, policy support serves as a key factor in implementing adaptation plans. Apart from offering important insight on the attitude of port organizations, the study also serves as a platform for further research on climate adaptation planning in China. [ABSTRACT FROM AUTHOR]

With the acceleration of the global economic integration process, the global manufacturing division is more refined, the logistics industry, especially the water transportation industry, has revitalized, and the development of port economy has also ushered in new opportunities. This paper summarizes the concept of logistics cluster effect and the concept and characteristics of port economy, and finds that there is a mutual promotion relationship between the two; By combining the theoretical basis of the Grey Relational Analysis (GRA) model with the logistics cluster effect and the characteristics of port economy, this paper constructs a complete process and framework of the GRA model; With this model, the paper analyzes the role of logistics cluster effect in a city port in China, concludes the ranking of relevant indicators of logistics cluster effect on port economy indicators, and discovers key factors that play a major role in the development of port economy. The research results of this paper can provide certain advice and suggestions for the economic development of port cities at home and abroad. [ABSTRACT FROM AUTHOR]

The port is the logistics centre for modern commodity gathering and scheduling transportation, and its efficiency will affect the competitiveness of all enterprises in the supply chain and the development of related industries. This paper aims to study the effect evaluation and optimization model of coastal port logistics supply chain (LSC). For this, based on the supply chain operation reference model (SCOR), the paper establishes the effect evaluation model of coastal port LSC. Then, taking Tianjin Port as an example, it applies the principal component analysis (PCA) to compare and analyse the effects of its LSC horizontally and vertically. The research results show that the gap in the LSC between China's ports is significant; Tianjin Port is limited by the software management level within the port, so its overall LSC has a low effect, but the development space is huge; it should optimize the supply chain model from four aspects such as strengthening the construction of the collection and distribution network and improving container throughput etc. This shall expand the theoretical and empirical research results of the coastal port LSC, and provide an important reference for the development of China's coastal port LSC. [ABSTRACT FROM AUTHOR]

Chen, C. and Song, F., 2019. Evaluation of port logistics competitiveness in china along the belt and road. In: Guido-Aldana, P.A. and Mulahasan, S. (eds.), Advances in Water Resources and Exploration. Journal of Coastal Research, Special Issue No. 93, pp. 1117–1124. Coconut Creek (Florida), ISSN 0749-0208. The implementation of the Belt and Road Initiative has put forward higher requirements for the development of the port whose comprehensive logistics capability directly affects the smooth progress of the Belt and Road Initiative in turn. Hence, it is of vital importance to analyze the logistics competitiveness of the port under such a background. In this paper, 15 ports along the Belt and Road in China were taken as research objects, and their comprehensive logistics competitiveness was measured based on 2017 data by factor analysis method. On this basis, evaluation and analysis were carried out and suggestions and countermeasures for future development were put forward. [ABSTRACT FROM AUTHOR]

Copyright of Space & Form / Przestrzeń i FORMA is the property of West Pomeranian University of Technology, Department of Architecture & Urban Planning and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The implementation of the Belt and Road Initiative has put forward higher requirements for the development of the port whose comprehensive logistics capability directly affects the smooth progress of the Belt and Road Initiative in turn. Hence, it is of vital importance to analyze the logistics competitiveness of the port under such a background. In this paper, 15 ports along the Belt and Road in China were taken as research objects, and their comprehensive logistics competitiveness was measured based on 2017 data by factor analysis method. On this basis, evaluation and analysis were carried out and suggestions and countermeasures for future development were put forward. [ABSTRACT FROM AUTHOR]

Daily PM 2.5 samples were collected simultaneously at an urban site (UB) and a nearby port-industrial site (PI) on the coast of southeastern China from April 2015 to January 2016. The PM 2.5 mass concentration at the PI (51.9 μg m −3 ) was significantly higher than that at the UB. The V concentration at the PI was also significantly higher and well-correlated to the urban value, which suggests that shipping emissions had a significant impact on the PI and, to a lesser extent, on the urban area. A positive matrix factorization (PMF) analysis showed that secondary aerosols were the dominant contribution of PM 2.5 at both sites (36.4% at the PI and 27.2% at the UB), while the contribution of industry and ship emissions identified by V, Mn, and Ba at the PI (26.1%) were double those at the UB. The difference in each source contribution among the trajectory clusters that included significant differences and insignificant differences from the UB to the PI provided insight into the role of local impacts. With regards to the UB, local potential sources play important roles in industry and ship emissions, traffic emissions, fugitive dust, and in their contributions to secondary aerosols. A conditional probability function further revealed that the ship emissions and port activities distributed in the NE, E, and SSE wind sectors were responsible for the source contributions of industry and ship emissions and secondary aerosols at the UB. This study provides an example of investigating the impact of ship emissions and port activities on the surrounding air environment using land-based measurements. [ABSTRACT FROM AUTHOR]

Free ports are a form of territorial exceptionalism that has existed for centuries and become an important paradigm of globalization. In the contemporary setting, they act as transportation, logistics and trade platforms, using their territorial exceptionalism as a competitive advantage. Free ports such as Hong Kong, Singapore and Dubai are among the world's leading commercial gateways, offering a form of leverage to transactions, transportation and the transformation of material goods. The historical evolution of free ports underlines a growing complexification and specialization that has led to a multitude of models, each fitting a specific regulatory and operational framework. This paper aims rationalizing the complexity of free ports. It is based on a wide array of empirical observations and an analysis of structure, function and evolution of free ports. Collected free ports data enabled the identification of three constitutive factors of evolution: an external factor (the jurisdiction), an internal factor (the services provided) and a linking factor (the orientation of flows). Based on these three factors a model of free ports was designed with a typology of thirteen types of free ports, an explanation of their evolution, and their future prospects. [ABSTRACT FROM AUTHOR]

• A holistic approach is proposed to design port-hinterland modal shift policy mixes. • The approach combines system dynamic modeling and Monte Carlo simulation. • The impact of hinterland economic transition on port-hinterland transport is considered. • The effect of modal shift policy mixes on reducing transport externalities is explored. • Interactions among policy instruments within modal shift policy mix are investigated. Port-hinterland transport involves freight gathering and distribution between hinterland economies and ports. It is responsible for a major portion of the negative externalities of the entire port-related logistic chain. This study proposes an integrated model framework to facilitate the design of modal shift policy mixes to increase the sustainable performance of port-hinterland transport. The integrated model framework consists of three parts: (1) an econometric model to transform the hinterland economic scenarios into changes in port throughput, (2) a system dynamic model to estimate the changes in port-hinterland freight externalities due to changes in port throughput, and (3) a Monte Carlo simulation to identify those modal shift policy mixes with lower freight externalities. The proposed methodology is applied to Qingdao Port and its hinterland freight transport in China. The results show that hinterland economic growth will significantly raise port throughput and port-hinterland transport externalities. Four common modal shift policy instruments are considered, namely, internalization of external cost (IEC)-based pricing, road construction, increasing railway service level, and railway subsidy. The results show that the policy mix's efficacy in reducing externalities increases with the increase in freight demand, but the holistic effect of the policy mix is lower than the sum of the effects of individual policies because these policies share the goal of facilitating modal shifts. The results of Monte Carlo simulations show that despite the uncertainty for hinterland economic prospects, the policy mixes with better performance in reducing externalities commonly include IEC-based pricing and increasing railway service level. The proposed methodology provides decision makers with a systematic framework for policy making toward sustainable port-hinterland transport. [ABSTRACT FROM AUTHOR]

Ports are usually regarded as hubs for resource allocation, and the identification of port impacts is still worthy of further study. Using 1998–2007 panel data on all 146 ports and 282 cities in China and a quasi-experimental empirical design involving port decentralization reform in China from 2001 to 2004, this work studies the impacts of the decentralization reform on ports and port cities with a time-varying difference-in-differences (DID) regression model. The results show that since the management of ports was transferred from the central government to local governments, the growth rate of port investment has increased by approximately 1%, and the agglomeration of manufacturing and financial industries in port cities has been significantly enhanced. Furthermore, the results reveal that the impacts of decentralization reform on ports and industries have been stronger in China's coastal and southern port cities and weaker in inland and northern port cities. These findings show that decentralization reform can promote port development, in turn shaping the economic geography by driving the agglomeration of related industries. [ABSTRACT FROM AUTHOR]

In this paper, the environmental efficiency of the ports is measured. Labour, fund and infrastructure input are selected as the inputs, container throughput, cargo throughput and main business income are selected as the outputs, CO2emission is chosen as the undesirable output. A new model—RAM-Tobit-RAM (Range Adjusted Measure) with undesirable outputs is built to evaluate the environmental efficiency. Ten Chinese ports from 2004 to 2013 are taken as the samples to verify its rationality. The results suggest that it is not necessarily beneficial for environmental efficiency to expand the port scale. [ABSTRACT FROM PUBLISHER]

The port is the basic support for regional economic development and the global allocation of resources. With the rapid development of China's economy and growing ecological awareness, the assessment of port and regional efficiency has received unprecedented attention. In the current context of the COVID-19 pandemic, how the port and its region will be coordinated under the common goal of development has become a hot topic. In this study, the port subsystem (P-subsystem) and the regional subsystem (R-subsystem) are unified into the port–region system (PR system), and a new meta-frontier two-stage data envelopment analysis model is constructed to evaluate the P-subsystem efficiency and the environmental efficiency of the PR system. This research also measures the port–regional coordination level using the coordination index and explores the inefficiency of the PR system with the help of management improvement and technology improvement indices. Main results show that the overall efficiency of the Chinese PR system is increasing. The technological level of the PR system in coastal areas is close to the optimal level. The inefficiency of the Chinese PR system is mainly affected by management inefficiency. The coordination of regional and port development in China is also poor. Finally, on the basis of the research findings, this study provides targeted countermeasure suggestions to promote the efficiency enhancement and coordinated development of the PR system. [ABSTRACT FROM AUTHOR]

Liu, W.; Li, W., and Xu, X., 2015. The analysis of the PPP financing model application in ports of China. The article introduces a new model of port financing - PPP (Public-Private Partnership) financing model the analysis of the model's characteristics, then expounds the confirmation of concession period through game theory, and finally discusses the obstacle of private capitals and the role of government in putting forward the prospect of PPP model in ports of China. It provides a certain theoretical basis and shows the practical significance in the application of the PPP financing model in the field of port construction. [ABSTRACT FROM AUTHOR]

Chen, C. and Song, F., 2019. Evaluation of port logistics competitiveness in china along the belt and road. In: Guido-Aldana, P.A. and Mulahasan, S. (eds.), Advances in Water Resources and Exploration. Journal of Coastal Research, Special Issue No. 93, pp. 1117–1124. Coconut Creek (Florida), ISSN 0749-0208. The implementation of the Belt and Road Initiative has put forward higher requirements for the development of the port whose comprehensive logistics capability directly affects the smooth progress of the Belt and Road Initiative in turn. Hence, it is of vital importance to analyze the logistics competitiveness of the port under such a background. In this paper, 15 ports along the Belt and Road in China were taken as research objects, and their comprehensive logistics competitiveness was measured based on 2017 data by factor analysis method. On this basis, evaluation and analysis were carried out and suggestions and countermeasures for future development were put forward. [ABSTRACT FROM AUTHOR]

In this study, we investigate the impact of the seaport on host city's economic development. Based on data from 41 major port cities in China over the period 2003-2010, our econometric analysis shows that port cargo throughput has a positive effect on the economic growth of the host city. In addition, the competing ports in the neighborhood have an even larger positive association with the local port city. Through examining some of the most dynamic ports in the world, this study provides a renewed understanding of the economic importance of seaports. [ABSTRACT FROM AUTHOR]

Abstract: With the formation of the tripartite-confronting coal logistics competitive situation among the ports around the Bohai bay in China, each port is confronted with intensive challenges. This paper firstly identifies a group of factors and some considerations that are required for evaluating the port coal logistics competency. The coal logistics competency of the main ports in the Tianjin and Hebei regions around the Bohai Bay in China are then investigated in detail using the qualitative method by analyzing their comparative advantages and disadvantages in this competitive environment. Competitive strategies are thus proposed for these ports respectively, which may be useful for relative practitioners. [Copyright &y& Elsevier]

This paper analyses the geographical connectedness of Chinese container ports with international foreland markets. Simulated results indicate that the hub-and-spoke network only forms part of the overall picture, where several different layers with diversified strategies can be statistically identified within the Chinese seaport hierarchical system. This paper addresses the question of whether there are alternatives for non-hub seaports within an established hub-and-spoke global shipping network other than just accepting their roles as feeder or spoke seaports. Also, it enhances our understanding on how China is divided by globalisation through trade relations with different regions around the world. [ABSTRACT FROM AUTHOR]

Previous studies on port cargo throughput have been simplified. The regression models are mainly based on the autoregressive time series, in which the port throughput is regressed against the lagged value from the preceding time period. Most factors are assumed exogenous to port throughput. This approach is based on the premise that ports are oligopoly markets and many factors (e.g. port charges) are not available for inclusion in research. The main objective of this study is to include the costs of using the port in the regression model so as to reflect real commercial decision. Due to port costs generally not being available, the real estate prices and other factors are chosen as proxy variables to indicate indirectly the costs and benefits of using the port under study. [ABSTRACT FROM AUTHOR]

Abstract: Considering the current situation of Chinese ports and from the port company''s point of view, this brief figured out the main factors influencing Chinese port X-efficiency and established the X-efficiency measure model with help of stochastic frontier method, which filled the theoretical gap of port X-efficiency research. On that basis, this brief studied the data of 13 typical port-listed-companies such as Shenchiwan A that stood for the five biggest port clusters in China. The result proved some main factors influencing Chinese port X-efficiency such as the internal incentive system of port-listed companies. Finally, suggestions for improving the Chinese ports X-efficiency were proposed, such as reforming the staff incentive system and company ownership system. [Copyright &y& Elsevier]

Container ports located in a delta of navigable waterways generally strive to develop the inland river services as a competitive transport mode, with a view to serving local and distant hinterland regions. The spatial and functional development of river-based container networks is location-specific and time-specific. While each barging network and associated seaport system has its own dynamics, similarities in development patterns cannot be excluded. This paper discusses similarities and dissimilarities between the spatial and the functional development of the container river service networks of the Yangtze River and the Rhine River. It is shown that the Yangtze service network has the tendency to converge, in more than one aspect, with the (historical) development pattern of inland container services in the Rhine basin. [ABSTRACT FROM AUTHOR]

China''s global ambitions are well reflected through the recent rise of its container ports and their ability to redirect global shipping networks. Meanwhile, seaports provide a rich field of analysis for furthering our understanding of legal, institutional and operational questions of industrial reform. This is particularly true after a decade of substantial foreign direct investment inflows on the part of terminal-operating multinationals seeking to establish a presence in China''s striving port industry. Massive terminal-level corporate participation has induced a rescaling effect in governance configurations. This paper adopts a governance approach to address recent institutional changes in the country''s port industry in relation to an ongoing internationalization of port management. Particular attention is given to the role of port authorities and specific corporatization practices under reform by contrasting the examples of its two largest ports: Shanghai and Shenzhen. It concludes that China''s ports stakeholder communities, logistical capabilities as well as scalar politics are best explained through institutional factors. [Copyright &y& Elsevier]

The article provides information about a paper that provides a systematic approach to forecast the demand for Hong Kong container handling services and to highlight the dependence of the forecasts on the nature of interaction between major ports in East and South-east Asia. The timing of the construction of new container terminals is a controversial issue in Hong Kong. One reason behind the controversy is the huge and irreversible investment in new container terminals and related infrastructure. Another reason is the degree of accuracy in forecasting future demand for container handling services. Apparently, Hong Kong's future container throughput is the most crucial economic factor in determining whether new container terminals should be built. In this context, a three-player oligopoly model is devised to capture the competitive interaction between operators of the Hong Kong container terminals, the Hong Kong midstream and the Singapore container terminals in providing container-handling services.

Yi, Y., 2019. Effect evaluation and optimization model of logistics supply chain in coastal ports. In: Gong, D.; Zhu, H., and Liu, R. (eds.), Selected Topics in Coastal Research: Engineering, Industry, Economy, and Sustainable Development. Journal of Coastal Research, Special Issue No. 94, pp. 763–767. Coconut Creek (Florida), ISSN 0749-0208. The port is the logistics centre for modern commodity gathering and scheduling transportation, and its efficiency will affect the competitiveness of all enterprises in the supply chain and the development of related industries. This paper aims to study the effect evaluation and optimization model of coastal port logistics supply chain (LSC). For this, based on the supply chain operation reference model (SCOR), the paper establishes the effect evaluation model of coastal port LSC. Then, taking Tianjin Port as an example, it applies the principal component analysis (PCA) to compare and analyse the effects of its LSC horizontally and vertically. The research results show that the gap in the LSC between China's ports is significant; Tianjin Port is limited by the software management level within the port, so its overall LSC has a low effect, but the development space is huge; it should optimize the supply chain model from four aspects such as strengthening the construction of the collection and distribution network and improving container throughput etc. This shall expand the theoretical and empirical research results of the coastal port LSC, and provide an important reference for the development of China's coastal port LSC. [ABSTRACT FROM AUTHOR]

Wang, J.-J. and Ma, Z.-R., 2019. Port logistics cluster effect and coordinated development of port economy based on grey relational analysis model. In: Gong, D.; Zhu, H., and Liu, R. (eds.), Selected Topics in Coastal Research: Engineering, Industry, Economy, and Sustainable Development. Journal of Coastal Research, Special Issue No. 94, pp. 717–721. Coconut Creek (Florida), ISSN 0749-0208. With the acceleration of the global economic integration process, the global manufacturing division is more refined, the logistics industry, especially the water transportation industry, has revitalized, and the development of port economy has also ushered in new opportunities. This paper summarizes the concept of logistics cluster effect and the concept and characteristics of port economy, and finds that there is a mutual promotion relationship between the two; By combining the theoretical basis of the Grey Relational Analysis (GRA) model with the logistics cluster effect and the characteristics of port economy, this paper constructs a complete process and framework of the GRA model; With this model, the paper analyzes the role of logistics cluster effect in a city port in China, concludes the ranking of relevant indicators of logistics cluster effect on port economy indicators, and discovers key factors that play a major role in the development of port economy. The research results of this paper can provide certain advice and suggestions for the economic development of port cities at home and abroad. [ABSTRACT FROM AUTHOR]

In the context of China's Pilot Free Trade Zone (FTZ), ports have a new opportunity to realize high-quality development. Based on the analysis of the current situation of pollutant emissions from ports in China's Pilot Free Trade Zones (FTZs), this paper introduces environmental factors into the analysis framework of the total factor productivity (TFP) of ports in China's FTZs, and uses the Global Malmquist-Luenberger index method to analyze the evolution trend and heterogeneity of green TFP in 28 ports of China's 19 FTZs from 2011 to 2017. The results show that firstly, the emissions of sulfur dioxide (SO2), nitrogen oxides (NOX) and other pollutants in China's FTZs have been decreasing year by year. Secondly, both the green TFP and the traditional TFP of the ports in FTZs are on the rise. The absence of environmental factors leads to the underestimation of the TFP of ports. For the green TFP, the main source of its growth is technological progress. Thirdly, there is obvious port heterogeneity in the green TFP of FTZ ports. Nanjing Port has the highest green TFP growth rate, with an average annual growth rate of 21.95%. Ningbo Port, which ranks 14th, has an average annual growth rate of 5.46%. Fuzhou Port, which is rated last, has negative growth. Fourthly, there is also obvious types and regional heterogeneity in the green TFP of FTZ ports. When categorized by type, the average annual growth rate of green TFP in inland ports is significantly higher than that of coastal ports. When categorized by region, the descending order of the average annual growth rate of green TFP is the western region, the eastern region and the central region. Fifthly, the green TFP differences among the eastern, central, and western regions, as well as between inland ports and coastal ports, are shrinking. Moreover, the green TFP differences within inland ports and coastal ports and within central ports and eastern ports are also shrinking, implying there may be σ convergence. The conclusions of this paper have important implications for the scientific understanding of the heterogeneity of green TFP growth in ports in China's FTZs, and how to promote the green development of ports in China's FTZs under environmental constraints.

• The impacts of economic structural changes in the hinterland on a port's throughput are explored. • Long-term CO 2 emissions from port-hinterland freight transport are estimated. • Hybrid econometric and system dynamic modeling is applied to estimate transport emissions. • The effects of railway and road infrastructure development on reducing emissions are examined. • Policy implications for the development of port-hinterland transport infrastructure are provided. Port-hinterland transport is a freight transport mode that links ports and inland destinations and contributes to a large portion of the total CO 2 emissions from the entire port-related logistic chain. Infrastructure development is conducive to reducing transport emissions. However, decision making regarding the development of port-hinterland transport infrastructures is complicated because port throughputs for different types of cargo change with economic structural changes (ESCs) in the port's hinterland. Therefore, this study develops a hybrid econometric and system dynamic model to explore the impact of ESCs in the hinterland on a port's throughput and to formulate suitable infrastructure decisions to reduce CO 2 emissions from port-hinterland transport. The hybrid model is applied to the Qingdao port and its hinterland transport in Shandong Province, China. The results show that long-term CO 2 emissions from port-hinterland transport will increase significantly because Shandong's ESCs will lead to a notable increase in the freight volume of containers, despite a concurrent decrease in the freight volume of iron ore. To reduce port-hinterland transport emissions under ESCs, facilitating railway transport for containers prioritizes over other options. The results also reveal that whether the ESCs are considered will lead to different infrastructure decisions, and whether life-cycle emissions of infrastructure are considered may lead to different priorities of infrastructure options. The findings indicate that holistic view and collaboration among government entities and transport-related stakeholders should be emphasized in the decision making of transport infrastructure development. [ABSTRACT FROM AUTHOR]

China's Belt and Road Initiative is the world's largest infrastructure development project aimed at linking Europe and East Africa with Asia. Port infrastructure development associated with the maritime component of China's Belt and Road Initiative (mBRI) could have trans -boundary environmental impacts. These impacts are likely to affect key coastal marine habitats (coral reefs, mangroves, seagrasses and saltmarshes) and threatened marine species. We used spatial analyses to quantify the potential impacts of ports and subsequent increased shipping traffic associated with the mBRI for key habitats and species. Significant areas of individual countries coastal marine habitats could be affected by port development. Over 400 threatened marine species, including mammals, could be affected by port infrastructure, while over 200 threatened species are at risk from an increase in shipping traffic and noise pollution. A project of this magnitude provides an opportunity for a central governing body to develop and implement an overarching environmental framework and policy that mitigates risks to biodiversity. • The Belt and Road Initiative is the world's largest infrastructure development project. • Key coastal marine habitats and threatened marine species are likely to be impacted. • We assess the potential impacts of port expansion and increased shipping. • International coordination is needed to mitigate risks to biodiversity. [ABSTRACT FROM AUTHOR]

Background: Up until now, there are limited studies available on the epidemiology of infectious diseases in Democratic People's Republic of Korea (DPRK, North Korea). However, different types of infectious diseases have been found in North Korean travelers at Dandong port. Entry surveillance data of those North Korean travelers may provide some insight into the probable epidemiology of some infectious diseases in DPRK., Methods: We actively analyzed the medical test result of North Korean travelers entering China through Dandong port. Detection of hepatitis B virus (HBV), tuberculosis (TB), syphilis and malaria was made by specific laboratory tests according to the national technical guidelines. Infectious diseases surveillance data for 2015-17 was analyzed and compared among subgroups., Results: Between Jan 1, 2014, and Dec 31, 2016, 557 cases of infectious diseases were identified among 18,494 North Korean travelers, HBV active infection (466 cases), active TB infection (33 cases), current active syphilis infection (57) cases, Plasmodium falciparum (P.falciparum) malaria infection (1 case). The incidence of HBV, TB and syphilis in North Korean travelers was high. Incidence of TB increased from 11.7256 (1/10,000) in 2015 to 28.2738 (1/10,000) in 2017. HBV immunization rate in in North Korean travelers was relatively high in 0-10 age group., Conclusion: This report is the first to characterize the profile of infectious diseases among arriving North Korean travelers in mainland China. Our findings suggest high incidence of HBV, TB and syphilis among North Korean travelers. The screening for TB in North Korean workers should be strengthened in order to prevent infections imported into China.