中文摘要：

以钢铁产业、石化产业、汽车制造产业为对象，分析和对比其空间分布特征。以这3类产业的大中型企业为样本，依据企业选址的实际数据，构建离散选择模型，基于模型中效用函数系数，研究这3类临港产业选址行为的差异，尤其是偏好“选址临港地区”程度的差异。同时，从原材料来源、海运方式分担率、产品需求分布等方面分析3类产业临港偏好程度差异的原因。研究发现：1）石化产业靠近沿海沿江区域的现象最明显，其离散程度介于钢铁产业和汽车制造产业之间；钢铁产业除选址在沿海沿江地区外，还有部分选址在离矿山较近的内陆地区，其离散程度最大；而汽车制造产业选址靠近沿海区域的现象不显著，其离散程度最小。2）产业选址效用随到港口、原材料供应地、产品市场可达性的提高而增加，随地价和劳动力成本的上升而减少。3）从标定的选址效用函数的各项系数看，3类产业选址时对主要影响因素的重视程度有所不同，这可以反过来解释各产业临港偏好程度的差异性。4）临港产业临港需求的产生主要受产业运输成本驱动，表现在利用海运方式降低原材料运输成本以及就近服务于产品需求地以降低内陆运输成本2方面。经比较发现石化产业的综合运输成本高于钢铁产业，因此石化产业表现出最强的临港偏好程度。

英文摘要：

This paper firstly studies and compares the spatial distribution characteristics of the steel industry, the petrochemical industry and the automobile manufacturing industry. Then the paper selects a large number of large and medium-sized enterprises as the samples, and formulates the discrete choice model based on the actual location result of the enterprises. Furthermore, based on the calibrated parameters of the utility function in the discrete choice model, the paper analyzes the difference in the location behavior of the three port-related industries, especially in the preference for the proximity to the ports. Finally, the reasons for the difference in the port-proximity preference among the three industries are explained from the source of raw materials, the modal split of shipping and the distribution of product demand. Main conclusions are as follows. Firstly, the characteristics of the spatial distribution for the petrochemical industry demonstrate that it prefers to locate in the coastal areas and along the Yangtze River the most, and that it has an intermediate dispersion degree. The steel industry not only prefers to locate in the coastal areas, but also prefers to locate in the inland areas near the mines, and the industry has the largest dispersion degree. The automobile manufacturing industry has not significant preference for the coastal areas and has the smallest dispersion degree. Secondly, the utility brought by the industries’ location increases with the improvement of the accessibility to the port, to the raw material suppliers and to the product markets, but declines with the rise in the land price and the labor cost. Thirdly, the calibrated parameters of the utility function demonstrate that the three industries lay different emphasis on the factors influencing the location utility, which could explain the reasons for the difference in the port-proximity preference in turn. Fourthly, the demand for the proximity to port is driven by the desire to decline the transport cost, demonstrating