【摘要】：隨著經(jīng)濟(jì)的發(fā)展和科學(xué)技術(shù)的進(jìn)步，港口作為運(yùn)輸網(wǎng)絡(luò)中的中心環(huán)節(jié)，其功能不斷拓寬，逐步由傳統(tǒng)的運(yùn)輸功能向商業(yè)、服務(wù)、工業(yè)生產(chǎn)等多功能方向轉(zhuǎn)變，港口企業(yè)的發(fā)展水平已經(jīng)成為衡量一個國家和地區(qū)社會經(jīng)濟(jì)發(fā)展的重要指標(biāo)。中國加入世貿(mào)組織以后，港口作為我國對外貿(mào)易的重要樞紐，其地位和作用顯得更加重要，對外貿(mào)易總量的持續(xù)增長給港口帶來充足貨源的同時也對港口的生產(chǎn)能力提出了更高的要求，我國港口企業(yè)面臨著前所未有的機(jī)遇和挑戰(zhàn)。 眾所周知，航運(yùn)業(yè)是一個高風(fēng)險、高投資的行業(yè)，一直以來經(jīng)歷著殘酷的競爭。隨著班輪公會的衰亡，航運(yùn)市場上不再存在具有絕對優(yōu)勢的行業(yè)寡頭，因此國際航運(yùn)市場面臨著更為嚴(yán)峻的競爭。自上世紀(jì)90年代以來，隨著國際航運(yùn)市場宏觀經(jīng)濟(jì)形勢的變化，傳統(tǒng)的航運(yùn)發(fā)展模式已經(jīng)不能適應(yīng)經(jīng)濟(jì)發(fā)展對航運(yùn)業(yè)發(fā)展的需要，國際航運(yùn)價格的頻繁波動使得世界航運(yùn)市場面臨著更加激烈的競爭環(huán)境。尤其近幾年，運(yùn)力過剩致使航運(yùn)企業(yè)不得不面臨尋找貨源的新競爭，成為航運(yùn)企業(yè)面臨的又一難題。 在這種日趨激烈的競爭環(huán)境中，港航物流一體化已成為港口企業(yè)與航運(yùn)企業(yè)在國內(nèi)外市場中求生存、求發(fā)展的基本戰(zhàn)略之一。實(shí)現(xiàn)港口企業(yè)和航運(yùn)企業(yè)的聯(lián)盟，可以共擔(dān)風(fēng)險、共享收益，有利于提高市場競爭力，更好的為客戶提供優(yōu)質(zhì)高效的服務(wù)，占領(lǐng)更多的市場份額。港口企業(yè)和航運(yùn)企業(yè)作為整個物流供應(yīng)鏈的其中一個環(huán)節(jié)，它們之間是相互依存、分工協(xié)作的利益共享關(guān)系。 本文首先對港航物流一體化問題的理論基礎(chǔ)進(jìn)行了綜述，主要包括交易費(fèi)用理論、縱向聯(lián)盟理論和港航物流一體化的相關(guān)理論；其次介紹了我國主要港口企業(yè)和航運(yùn)企業(yè)的發(fā)展現(xiàn)狀和競爭態(tài)勢，并對港航物流一體化的主要形式及存在的問題進(jìn)行分析闡述，這其中借鑒了國內(nèi)外港航物流一體化的成功經(jīng)驗；接下來建立了博弈論模型，并將模型應(yīng)用到港航物流一體化分析中，，對港航縱向聯(lián)盟進(jìn)行了博弈分析，然后以青島港為例對模型的正確性進(jìn)行了驗證；又通過戰(zhàn)略聯(lián)盟的利益分配模型，計算夏普利值進(jìn)行分配從而鞏固和維護(hù)聯(lián)盟穩(wěn)定。最后，基于縱向聯(lián)盟理論的支持及博弈模型的驗證分析，得出港航物流一體化是港口和航運(yùn)企業(yè)在競爭中保持優(yōu)勢地位的必要選擇，并成為港口業(yè)和航運(yùn)業(yè)未來發(fā)展的必然趨勢的結(jié)論。
[Abstract]:With the development of economy and the progress of science and technology, the function of port, as the central link in the transportation network, is constantly broadened, and gradually changes from the traditional transportation function to the multifunctional direction of commerce, service, industrial production and so on. The development level of port enterprises has become an important index to measure the social and economic development of a country and a region. After China's entry into WTO, port, as an important hub of China's foreign trade, its position and function are more important. The continuous growth of total foreign trade has brought sufficient supply to the port, but also put forward higher requirements for the port's production capacity. Chinese port enterprises are facing unprecedented opportunities and challenges. As we all know, the shipping industry is a high-risk, high-investment industry, has been experiencing cruel competition. With the decline of liner guild, there is no longer an oligarch with absolute advantage in the shipping market, so the international shipping market is facing more severe competition. Since the 1990s, with the change of the macroeconomic situation of the international shipping market, the traditional shipping development model has been unable to meet the needs of economic development for the development of the shipping industry. The frequent fluctuation of international shipping prices makes the world shipping market face a more fierce competitive environment. Especially in recent years, shipping enterprises have to face the new competition to find the source of goods because of the excess capacity, which has become another difficult problem faced by shipping enterprises. In this increasingly fierce competitive environment, the integration of port and shipping logistics has become one of the basic strategies for port enterprises and shipping enterprises to survive and develop in the domestic and foreign markets. The realization of the alliance between port enterprises and shipping enterprises can share risks and benefits, which is conducive to improving market competitiveness, better providing high-quality and efficient services for customers, and occupying more market share. As one of the links of the whole logistics supply chain, port enterprises and shipping enterprises are interdependent, division of labor and cooperation of benefit-sharing relationship. Firstly, this paper summarizes the theoretical basis of port and navigation logistics integration, including transaction cost theory, vertical alliance theory and port and navigation logistics integration theory. Secondly, it introduces the development status and competitive situation of the main port enterprises and shipping enterprises in China, and analyzes and expounds the main forms and existing problems of the integration of port and shipping logistics, which draws lessons from the successful experience of the integration of port and shipping logistics at home and abroad. Then, the game theory model is established, and the model is applied to the integrated analysis of port and navigation logistics, and the game analysis of port and navigation longitudinal alliance is carried out, and then the correctness of the model is verified by taking Qingdao Port as an example, and through the benefit distribution model of strategic alliance, the Sharpley value is calculated to consolidate and maintain the stability of the alliance. Finally, based on the support of vertical alliance theory and the verification and analysis of game model, it is concluded that the integration of port and shipping logistics is a necessary choice for port and shipping enterprises to maintain their dominant position in the competition, and it has become the inevitable trend of the future development of port industry and shipping industry.
【學(xué)位授予單位】：中國海洋大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2012
【分類號】：F552

【引證文獻(xiàn)】

相關(guān)碩士學(xué)位論文 前1條

1 劉晏彤;天津港東疆保稅港區(qū)冷庫業(yè)務(wù)發(fā)展對策研究[D];大連海事大學(xué);2013年

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