京津冀区域框架下的滨海新区发展研究

抛开行政因素,单纯从市场经济的视角来看,滨海新区可以被放在不同尺度的空间范围内去考量,这些空间依次为天津市、京津冀、环渤海、中国北部、东北亚乃至全球范围。实际上在目前经济全球化的背景下,滨海新区可以被看作是在不同空间尺度内发挥作用的经济增长极。本文从不同的空间尺度的视角对滨海新区的功能定位进行分析,并提出通过临海工业带建设在京津冀区域中实现以天津滨海新区为引擎的区域一体化的途径。     

Polar super seaways? Maritime transport in the Arctic: an analysis of shipowners’ intentions

The seasonal melting of sea ice in the Arctic Ocean, which has been confirmed for several summers in a row and is widely documented, has become a hot topic in the media. It is fuelling many speculative scenarios about the purported renewal of a “cold war”, or even an actual armed conflict, in the Arctic, for the control of both its natural resources and its sea routes.The melting sea ice is indeed giving a second wind to projects, abandoned in the 19th century, to find shorter sea routes between Europe and Asia. A look at the map shows the savings in distance that can be achieved with the Arctic routes: for example, a trip between London and Yokohama through the Northwest Passage is 15,700 km and 13,841 km through the Northeast Passage, which is significantly shorter than the route through Suez (21,200 km) or Panama (23,300 km).² These findings fuel the idea that these Arctic routes, because they are shorter, are bound to attract abundant through traffic, and consequently will become a major political issue. Amid the media widespread image of a future maritime highway across Arctic seas, even some scientists yield to the popular image and assert, without proof, that Arctic traffic is set to increase rapidly.³ Beyond the seemingly decisive advantage of Arctic routes, however, there remain many obstacles to navigation (Lasserre, 2010d). In addition, these scenarios for the development of marine traffic in the Arctic remain highly speculative and are not based on an analysis of shipowners’ perceptions, which is the goal of this paper.This article will thus present the results of an empirical survey conducted among shipping companies to determine their interest in developing activities in the Arctic. Besides examining the potential development of shipping in Arctic routes, this research must be replaced in the context of intense competition between shippers, competition that makes both service reliability and costs of transport paramount. In this competition structure, the benefits of established routes between major hubs seems to prevail, so that new routes have difficulty being established.     

民营经济发展模式比较

作为我国改革开放以来民营经济发展的典型模式，温州模式，苏南模式，珠江模式，并中村模式和三城模式等在形成特点上存在着很大的差异。而在发展过程中，这五种模式也呈现出不同的变动特征，有的出现了发展的障碍，有的改变了发展路径，有的“终结”了，也有的继续保持着发展的活力，通过对这些模式的比较，我们认为，产权制度创新是民营经济健康发展的关键，大力培植民间经济的基础则是实施民营化的根本保证，而民营企业则应不断提升自己的素质，来适应社会经济发展的要求。     

环渤海地区节能型日光温室生产的气候资源分析

环渤海地区是我国设施农业水平较高的地区之一,通过分析影响该地区冬季温室农业生产的温光气候资源发现:温度指标南部优于北部,辽宁地区的温度变化受冬季季风影响呈东北低西南高的趋势;因少有阴雨雪天气,辽西、辽南以及冀北山区的日照时数多于其他地区;综合气候资源分析及聚类分析结果,将该地区划分为4个气候区,较客观地反映了该地区日光温室农业生产的气候区域特点。     

几种新型纤维及我国纤维发展的方向

随着科学技术的发展,人们熟知和掌握的纤维生产技术也得到了飞速发展。由于纤维的生产应用与人类的日常生活密不可分,因此,人们对纤维的要求是纤维生产技术发展的原动力。本文介绍了几种新型纤维的性能和用途,并综述了今后我国纤维发展的主要方向。     

基于胜任力素质模型的湘南地区民营快递企业营销人员培训需求研究

对培训需求分析进行了概述,并基于民营快递营销人员的胜任力素质模型,通过分析民营快递企业营销人员目前素质与胜任力素质模型的差距,明确培训需求的内容,制定出湘南地区民营快递企业营销人员培训计划。     

微观主体成长、“放管服”改革与南方经济占比上升

文章旨在从微观经济主体视角考察南方经济占比上升。首先,文章提出了核算地区经济占比变动的新方法,把地区经济占比变动分解为微观主体的进入效应和成长效应。接着,文章发现,南方经济占比上升主要是由微观主体的成长效应主导,具体表现为企业成长更快、劳动生产率更高。最后,文章采用省级政府一体化政务服务能力代理"放管服"改革,实证分析发现,在2015-2020年间,省级政府一体化政务服务能力与其辖区微观主体成长显著正相关。文章的发现是稳健的,从微观主体视角揭示了南方经济占比上升是南方地区率先全面深化改革、高质量发展的结果。