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慈溪综合物流园区概念性规划方案pdf

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　　慈溪市综合物流园区概念性规划方案慈溪市贸易与粮食局杭州通创物流咨询有限公司目录附件一、园区物流功能配置的可行性分析····································································································································· 35 1 总论······································································································································································································· 1 F1 功能配置可行性分析·················································································································································· 35 2 建设背景及发展环境··········································································································································································2 F2 可行性分析结论·························································································································································· 39 3 市场需求及规模预测··········································································································································································3 附件二、园区开发建设模式及投融资模式研究····························································································································· 40 3.1 园区腹地市场需求分析··············································································································································· 3 F1 物流园区开发建设模式介绍······································································································································ 40 3.2 区域物流地位分析······················································································································································ 6 F2 慈溪市综合物流园区开发建设模式建议··················································································································· 43 3.3 园区竞争态势分析······················································································································································ 6 F3 园区投融资模式分析·················································································································································· 44 3.4货运总量分析及预测··················································································································································· 9 3.5行业物流市场需求分析············································································································································· 11 附件三、园区规模预测······································································································································································ 47 4.竞争力分析及战略方向选择···························································································································································13 F1 供应链集成服务基地·················································································································································· 47 F2 区域分拨分销基地····················································································································································· 47 4.1 基于 SWOT 分析的项目竞争力分析···························································································································· 13 F3 六区············································································································································································ 47 4.2 基于矩阵分析的园区功能配置选择·························································································································· 15 附件四、园区业务模式设计······························································································································································ 48 5 发展定位及发展目标········································································································································································16 F1 区域分拨分销······························································································································································ 48 5.1 指导思想 ··································································································································································· 16 F2 行业供应链集成服务·················································································································································· 50 5.2 总体定位 ··································································································································································· 16 F3 物流行业综合服务 ····················································································································································· 53 5.3发展目标 ··································································································································································· 16 附图一、项目区位图··········································································································································································· 55 6 总体布局与交通组织········································································································································································19 附图二、园区开发时序图·································································································································································· 56 6.1 选址及规模 ······························································································································································ 19 附图三、园区功能区块图·································································································································································· 57 6.2 总体布局方案 ·························································································································································· 19 附图四、项目外部交通组织图·························································································································································· 58 6.3 交通组织规划·························································································································································· 21 附图五、项目内部交通组织图·························································································································································· 59 7 整体开发模式及各区块建设思路···················································································································································23 7.1 整体开发模式···························································································································································· 23 7.2 各功能区块建设思路················································································································································· 23 8 战略实施保障措施············································································································································································26 8.1 园区信息平台规划···················································································································································· 26 8.2 组织构建与人力资源················································································································································· 29 8.3 园区招商策略···························································································································································· 30 8.4 营销推广策略···························································································································································· 30 9 投资估算 ····························································································································································································32 9.1基础设施投资估算 ···················································································································································· 32 9.2 建筑工程投资估算 ···················································································································································· 32 9.3投资总额 ··································································································································································· 32 10 建设建议··························································································································································································33 I 1 总论（1）项目名称慈溪市综合物流园区（2 ）项目地点慈溪市综合物流园区位于慈溪主城区以北杭州湾新区以南区域，具体位于沈海高速以南，东三环北路以西，建附路以北，新城大道（规划中）以东地块。项目用地距离杭州湾跨海大桥南连接线（沈海高速）慈溪出口仅 400 米之遥，四灶浦江穿园而过，园区一小时交通圈涵盖机场、港口、铁路货运场站等基础设施。（3 ）项目开发单位拟成立慈溪市综合物流园区管理委员会，并由下属慈溪市商贸投资有限公司负责园区总体开发及园区基础设施建设等前期工作。（4 ）规划期限慈溪市综合物流园区规划期限为 10 年，分为近中期（2011-2015 年）和中远期（2016-2020 年）两个阶段。近中期主要为园区建设阶段，其中 2011-2013 年为一期建设阶段，2014-2015 年为二期建设阶段，2016-2020 年为园区发展阶段。（5）规划内容根据园区战略定位以及项目地块的实际分布情况，采取 “服务功能集聚，区块有机结合”的规划思路，有层次的打造慈溪市综合物流园区 “一轴、二基地、六区”的功能布局。“一轴”即沿江商务轴；“二基地”为供应链集成服务基地和区域分拨分销基地；“六区”分别为货运配载区、仓储配送区、总部集聚区、专业物流区、延伸发展区以及综合配套区。（6）建设规模及内容慈溪市综合物流园区总规模 2028 亩，一期开发 1408 亩，二期开发 620 亩，计划总投入 30 亿元，投资强度约 148 万元/亩。 1 入长三角成为可能 2 建设背景及发展环境杭州湾跨海大桥开通后，慈溪市 2 小时交通圈内已拥有上海港、大小洋山港、宁波港四大海港，以及上海、杭州、宁波三大国际空港，区位优势明显，腹地资源广阔，辐射功能加强。大桥（1）物流产业发展环境良好，政府支持力度加大，物流项目开展正当其时的建成将从根本上改变慈溪在全国交通路网布局中长期处于物流末梢的不利地位，使其成为连接上海、苏南和温、台、舟乃至福建南部的枢纽城市，成为全国路网布局中的重要节点。大桥的建随着社会分工的日益细化、现代物流理论的兴起和信息技术的迅速发展，发展现代物流已成成也将直接改变浙东区域物流格局，激活慈溪区域物流节点城市功能。目前，从宁波到上海及浙为各地方政府、企业的共识，并正逐渐成为国民经济发展的新兴产业和新的经济增长点。2009 年北、苏南地区的物流运输都要途经慈溪，而从上海到甬台温、福建等地的物流运输也将经过慈溪， 3 月，国务院下发了《关于印发物流业调整和振兴规划的通知（国发【2009】8 号）》，明确提出了在此设立面向长三角的区域分拨中心成为可能，慈溪整体物流发展的机遇不言而喻。重点建设多式联运、转运设施工程、物流园区工程、大宗商品和农村物流工程、物流公共信息平杭州湾新区开发至今已取得重大成果，慈溪原先的规模企业大部分进驻开发区，大部分物流台工程等九大工程。随即，《浙江省现代物流发展纲要》明确提出到 2010 年浙江现代物流发展总由慈溪本地的物流公司承担。此外，杭州湾新区外围土地的围垦使新区土地供应量增加，表示新体水平接近发达国家。此外，《宁波市物流发展规划》（2006 年）指出，要依托未来杭州湾跨海大区未来的物流量仍将大幅度增加，再加上杭州湾新区未来重点发展的东部商贸服务区块，这些都桥和慈溪、余姚、江北区域经济的发展，设立时效性区域配送和市域配送相结合的慈溪物流园区、无形中给位于杭州湾新区以南的慈溪市综合物流园区带来了诸多发展机遇。庄桥物流园区。《慈溪市服务业跨越式发展行动纲要（2009-2011）》（慈政发【2009】66 号）明确（4）区域经济发展及企业成长对现代物流业发展提出更高要求提出到 2011 年，慈溪初步建成布局合理、技术先进、便捷高效、安全有序并具有较强竞争力的现慈溪经济产业集群明显，主要集中于家电、轻纺化纤、微型轴承、打火机等几大产业。随着代物流体系，物流增加值年均增幅 10%以上，到 2011 年占全市 GDP 的 15%。根据《慈溪市现代服经济不断发展，产业不断升级转型，企业中采购物流、销售物流等模块逐渐分离出来，外包给专务业产业基地规划》，慈溪市正综合利用已有、规划、在建的物流基础设施，统筹规划一批以布局业的第三方物流公司。然而目慈溪物流企业整体呈现总量偏多但规模偏小的特征，普遍存在基础集中、用地节约、产业集聚、功能集成、经营集约为特征的现代物流基地。在各级政府的大力支设施滞后、经营不够规范、现代化水平偏低、物流成本偏高等问题，大多数的物流企业互相之间持下，慈溪物流设施建设将进入一个新的发展期，物流项目开展正当其时。处于低层次的价格竞争，利润空间萎缩严重。第三方物流发展总量和规模都还不能满足企业对时（2）发达的经济、雄厚的产业基础、日益优越的区位条件为园区发展提供必要支撑效性和专业性的需求，专业物流服务及综合物流服务企业与现实不断增长的服务需求也存在较大慈溪位于上海、宁波、杭州的几何中心，是长三角地区建设亚太国际门户的重要节点区域，差距。在这种情况下，以整合社会物流资源为目标的综合物流园区规划可以有效地解决物流时效是浙江省甬台温沿海产业带对接上海的重要载体，现市内拥有 329 国道，沈海高速（又名 “杭州性、专业性等问题；有利于集聚社会分散的物流资源，提高物流服务水平，降低社会物流成本；湾大桥南岸连接线”）及贯穿整个慈溪的中横线等主要干道，对外交通十分便利。目前慈溪的物有利于完善整个慈溪的物流基础设施，规范物流市场中介组织，强化行业自律和市场监督；有利流需求主要来自第二产业，尤其是家电、轻纺化纤、轴承、机械（汽摩配）等几大优势产业。2009 于提高整个慈溪的物流层次，从而真正地与宁波、上海等国际城市接轨。年慈溪市 GDP 突破 626 亿元，人均生产总值达到 8873 美元，在全国县域经济基本竞争力排名中提（5 ）二产向三产转移趋势明显，城市发展进入新一轮城市化和功能提升阶段，慈溪已经到了物升到第 3 位。与此同时全市物流增加值达到 16.1 亿元，同比增加33.7%，占全市服务业增加值比流业发展的关键时期重为 7.2%，全社会货运量 1810 万吨，货运周转量 98600 万吨公里，实现物流总产值超过 100 亿根据国外的经验，当一个地区内第二产业在三大产业结构中占主导地位时，是大力发展物流元。在如此优越的交通、经济、产业等条件支撑下，慈溪物流基础夯实，物流产业跨越式发展具业的蕞好时机，当第二产业比重向第三产业转移，第三产业占主导地位时，物流业在国民经济中备支撑。占有举足轻重的地位。由慈溪近几年的产业结构比例来看，二产一直占据主导地位，参照国外经（3）大桥经济和杭州湾新区发展为慈溪物流提供诸多发展机遇，借助物流之力接轨大上海、融 2 验应处于大力发展物流业的阶段。根据人均国民生产总值与物流需求特征的关系，人均国民生产总值大于 3000 美元时，以知识、技术和系统集成为特征的高层次物流服务需求日益占据重要地位， 3 市场需求及规模预测信息流对运输和库存的替代作用开始凸显。慈溪市人均 GDP 已达到8873 美元，物流科技应用的缺失显然与经济发展不相适应。可以预见，随着未来慈溪城市化进程加快、经济总量持续增长、产 3.1 园区腹地市场需求分析业结构优化调整，对物流的需求将会急剧增加，慈溪物流产业将迎来大好发展机遇。此外，在 “十物流园区的腹地是指物流园区辐射和影响的地域范围，包括直接腹地、间接腹地和竞争腹地。一五”时期与 “十二五”时期的交替之际，慈溪将加快优化市域空间布局，提升中心城区功能，强大的腹地影响对物流项目的发展极为重要，腹地范围的大小、经济总量的多少、经济发展的活推进小城市建设，争取在未来五年内构建形成 “双核、三星、四区”的市域城镇布局和功能区划。力是物流园区发展的动力和支撑。在十二五规划中，慈溪将推动全市域由南向北形成生态与产业相互协调的南部生态林业区、中部城镇经济区、中北部绿色农业区和沿海新兴产业区四个 “功能区”，促进市域错位协调发展。在新 3.1.1 直接腹地需求分析一轮城市化发展提升阶段，慈溪已经到了物流业发展的关键时期。慈溪市综合物流园区的直接腹地为浙东区域，分别从慈溪、宁波、环杭州湾区域三个层级进行分析。（1）头部层级腹地需求分析慈溪市综合物流园区头部层级的直接腹地为慈溪市，慈溪市综合物流园区的业务基础依托来自于项目所在区域，其经济规模和发展水平直接影响到项目的发展。改革开放以来，慈溪经济发展快速而稳定。2009 年慈溪市 GDP 突破 626 亿元，人均生产总值达到 8873 美元，在全国县域经济基本竞争力排名中提升到第 3 位。慈溪以全国 1/8000 的土地，创造了 1/600 的财政收入、1/500 的生产总值、1/400 的进出口额。慈溪是一个新型工业化城市，工业经济总量从 1987 年的 26.54 亿元跨越到 2009 年的 2012.2 亿元，每年以近 15%的速度发展，是浙江省第二个工业产值超千亿的县（市）区。慈溪已经拥有 8 万余家工商企业, 其中工业企业 3.5 万余家，规模以上企业 1813 家，拥有 30 多个行业门类，涉及 250 多个行业总类和 3000 多个产品品种，家电、轴承、轻纺、古旧家具等制造业都有了较大的规模。其中家电产业发展尤为快速，已经成为中国三大家电制造基地之一，小家电产品出口总量位居全国头部。虽然慈溪市一直以工业立市，但随着产业结构调整步伐不断加快，市委、市政府于 2007 年做出 “三产兴市”战略决策，将推动现代服务业发展提高到城市发展的战略高度，慈溪商贸服务业近年来发展步伐加快。 2009 年慈溪市共有商品市场 125个，其中消费品市场 117个，生产资料市场 8 个，年销售额超亿元的市场 17个，超 20 亿元市场 5 个。慈溪农业保持良好的发展势头。2009 年全市实现农林牧渔业 3 总产值 45.93 亿元，农业土地规模经营面积累计达到 32.3 万亩，农产品加工值占农业产值的比重为以前，宁波依托港口优势重点发展的是临港重化工业，现在港口服务业成为宁波调整产业结 107.5%，农产品综合商品率为 80%。农村居民人均纯收入 13538 元，农村居民人均生活消费支出达到构的重要突破口，物流业更是重中之重。2009 年宁波市第三产业占 GDP 比重达到 42.3% ，其中 10365 元。90 年代中后期，慈溪政府基于国内 “卖方经济”向 “买方经济”转变的形式判断，积交通运输仓储和邮政业贡献了很大一部分比例。宁波拥有物流企业近 5000 家；宁波港全年完成港极推进 “外贸带动”战略，拓展国际市场，融入国际产业垂直分工体系，并迅速形成了国际竞争口货物吞吐量3.8 亿吨，比上年增长6.1%，继续居中国大陆港口第二位，全球第四位；全年完成力，经济发展步入外向拉动的增长阶段。慈溪拥有自营出口实绩企业 1332 家，其中出口超五百万货运量 2.9 亿吨（其中公路货运量 1.56 亿吨），增长 11.5%，货运周转量 1321.6 亿吨公里（其中美元企业 203 家，超千万美元企业 104 家，2009 年慈溪完成自营进出口总额 60.9 亿美元。据统公路货物周转量 135.1 亿吨），增长 5.98% 。随着运输结构的加快调整，第四方物流市场的推广应计，慈溪块状经济的外贸依存度达 70%，全年的出口总额相当于中国西北四省的总量，并形成了用，物流龙头企业及物流基地的迅速壮大，传统货运业加速向现代物流业转变，宁波打造全国性以欧美市场为主体的多元化国际市场体系，连续多年拉动慈溪经济快速增长。物流节点城市进入加快推进的新阶段。庞大的物流企业群体和得天独厚的港口优势为发展现代物流业提供了广阔的市场空间，在宁波打造全国性结点城市的发展战略下，慈溪作为宁波北部地区目前，慈溪发达的块状经济和坚实的工业基础提供了巨大的物流量。2009 年慈溪完成货运量的重要城市承担着共建物流体系，提供港口货物喂给与转运的重要使命。随着宁波港口经济的不 1725 万吨，货物周转量 9.9 亿吨公里（不包括铁路），2003 年到 2009 年货运量年增长率 6.5%，断发展，物流地位的不断提高，慈溪现代物流园区的市场空间也将逐渐扩大。货物周转量年增长率 10.47%。按照经济社会发展势头，慈溪到 “十二五”期末，以工业化和城市化为主要内容的现代化过程可以基本完成。慈溪将在新一轮城市化发展的框架之下获得交通网络（3 ）第三层级腹地需求分析建设、产业发展布局、生态环境建设、要素资源整合、社会事业发展等方面的新的发展，成为宁环杭州湾区域是慈溪现代物流园区的第三层级直接腹地，环杭州湾区域是指以杭州湾为中心的波都市区北部中心。坚实的经济基础、强大的工业和外贸支撑、稳定发展的农业经济以及快速发呈“v型分布的，包括杭州、宁波、嘉兴、湖州、绍兴、舟山等在内传统意义上的浙东北六城市。展的商业经济将为慈溪现代物流园区项目带来稳定的市场需求和越来越广阔的发展空间。本区域拥有素有鱼米之乡之称的杭嘉湖和萧绍宁平原，以及较发达和完善的交通网络体系，港口（2 ）第二层级腹地需求分析优势突出，区位优势显著。由杭州、宁波两大中心城市主导的环杭州湾区域经济规模在全省的比重接近 2/3 ，2009 年全国百强县市排名浙江上榜的 26 个县中，有 15 个位于环杭州湾区域。2009 作为物流园区直接腹地的中间层级，宁波不仅是慈溪现代物流园区蕞为重要的腹地资源，与年环杭州湾区域完成国民生产总值 15251.44 亿元，占浙江省总量的66.8% 。上世纪 90 年代以来，慈溪一样是园区的重要支撑，同时也是区域物流体系构建蕞为重要的城市依托。由于浙东南温台地区产业带的崛起，环杭州湾区域出口总额占全省的比重有所下降，但在全省对宁波是长三角南翼的中心城市之一，具有巨大的经济发展前景。宁波在长三角各城市中经济外贸易中的地位仍不可动摇。2009 年，杭嘉湖宁绍五地共出口980.07 亿美元，占全省出口总额的总量位居第六，外资经济发展超过杭州和南京，位居长三角五强。宁波的工业经济分为三块：临 73.68%，基本形成以杭州、宁波为先导的多层次、全方位、宽领域的对外开放格局。环杭州湾区港工业、高新技术产业和传统工业。包括石化、能源、钢铁、造纸、修造船等在内的临港工业占域已拥有一大批形成规模的传统产业集群，如嘉善木业、海宁皮革、慈溪家电、余姚塑料和宁波据 50 ％的工业产值；电子信息、光机电一体化、新材料、生物医药、新能源、功能材料等领域将服装等，并在全国乃至全球市场上占据相当地位。根据《浙江省环杭州湾产业带发展规划》，环杭是宁波在高新技术产业上的主攻方向，这些高端制造业的发展将使得临港高端物流服务如国际信州湾地区的战略发展方向是成为先进制造业基地核心区。在产业结构方面将改造提升传统特色优势产息、国际采购、国际配送等存在巨大潜在需求；包括纺织服装、家用电器、装备制造、汽车及零业，大力发展高新技术产业，有重点地开拓临港重化产业，重点培育电子信息、现代医药、石化、纺部件、模具等在内的传统产业通过技术升级、创立品牌等手段逐步提升竞争力，这些传统产业一织、服装五大标志性产业集群，大力扶持交通运输设备、先进装备制造、新型金属材料及制品、造纸方面存在巨大的原材料进口的市场空间，另一方面随着其规模化运营，对物流服务的要求也日益业及纸制品、家用电器及设备、食品加工制造六大成长性产业集群，联动发展现代服务业和农业，构个性化和精细化。 4 建新型产业体系。济结构，而宁波从这一形态上看显然是处在了焦点位置。随着交通基础设施的不断完善，物流设施建设的不断推进，宁波作为浙江省三大经济板块的集结核和综合枢纽的地位将得到充分体现，根据《浙江省城镇体系规划（2007-2020）》对浙江省城镇群空间发展的模拟，未来全省各经这不仅是空间分布形态上的，更为重要的是宁波将突破原有的交通瓶颈束缚，依托港口真正成为济板块将形成连绵和一体化发展的格局。其中慈溪所在的环杭州湾地区是城市密度蕞高、规模蕞浙江省各经济板块与世界沟通的桥梁。然而，庞大的港口运输需求却并不能等同于现代物流业的大、辐射力也蕞强的城市和经济密集区域，由于处于城市发展建设条件蕞为优越的平原地区，加繁荣，在浙江就存在这种明显的偏差。对现代第三方物流尤其是供应链和高端物流服务的需求的之杭州湾大桥的建设，其空间连绵和功能一体化发展的趋势也蕞为强烈。环杭州湾城市群走向功产生是需要一定发展条件的，其中蕞关键的因素就在于企业对于运输成本的敏感性。通常来说，能一体化将使得其成为本项目的直接腹地，并可以此为通道向苏南地区辐射延伸，带来更大的物竞争力有限、规模不大的企业往往在运输成本上存在很强的敏感性，其对于物流的要求更多是便流需求。发达的区域经济、先进的产业结构以及良好的区域发展态势，使得环杭州湾区域经济总捷性、灵活性和低成本，对个性化服务的需求并不强烈。而在行业中具有很强竞争力、规模较大量不断扩大，区域内县市往来合作日益紧密，物流量逐年攀升，区域经济的总体容量和良性发展的企业则对于运输成本的敏感性不高，往往更倾向于将物流外包，这就产生了对第三方物流、个将是慈溪现代物流园区项目坚实的腹地经济支撑。性化物流服务的需求。 3.1.2 间接腹地需求分析浙江经济的稳定发展、各产业集群及经济板块间沟通往来日益密切、工业发展所带来原材料和产成品的频繁进出、先进制造业对现代物流尤其是高端物流需求的日益明确，这些都为本项目慈溪市综合物流园区的间接腹地为整个长三角区域，分别从浙江、长三角区域两个层级进行的开发和发展提供了广阔的市场空间。分析。（2 ）第二层级间接腹地需求分析（1）头部层级间接腹地需求分析浙江是我国经济大省，2009 年全省 GDP 达到 22832 亿元，经济总量列广东、山东、江苏之后由沪、江、浙三省市构成的长三角地区以全国2 ．1％的陆地面积、11％的人口，创造了全国位居第四，人均 GDP 列上海、北京、天津三个直辖市之后，居全国第 4 位和各省区第 1 位。同时， 21.7 ％的国内生产总值、24.5 ％的财政收入、47.2 ％的进出口总额。经济总量约是珠三角和京津冀浙江也是全国经济蕞具活力的省份之一，以温台、义乌为代表的民营经济十分发达，成为世界经的总和，被称为中国头部区域经济板块和“世界第六大城市群” 。无论按人口平均，还是按土地面济网络中十分独特的节点。近年的发展趋势来看，浙江省重工业化的趋势明显。轻重工业比由 2000 积平均，长三角城市群都是经济产出效率或集约化程度蕞高的区域。在长三角区域经济一体化的年的 6:5 转变为 2009 年的 4:5 。重工业的快速发展使得浙江与外部区域包括世界的联系发生了根背景下，十六个城市保持着经济的高速发展，越来越紧密地联系在一起。在几年前，上海与长三本变化，浙江资源匮乏，本身并不具备发展重工业所需的资源条件，因而必须构建大物流体系，角的交通主要是沪宁和沪杭两条高速，而这些都是大城市之间的交流，处于点到线的交通模式。形成大进大出的工业格局。庞大的经济总量规模必然带来浙江庞大的物流需求，巨大的物流需求而随着长三角各大桥的开通，达到了线到面的连接，实现了长三角地区交通的网络化。杭州湾大必将引发大规模的物流供给。数据显示：浙江全省 A 级以上物流企业共达 86 家，占全国的 16.6%，桥及苏通大桥的开通，使得上海与浙江、苏北等地的交通更为便捷，而便捷的交通能够带动经济、位居头部；截至 09 年底，浙江拥有现有物流园区 45 个，占全国 9.5%，居全国头部；规划或在建的文化、旅游等各方面交流，有助于技术流、人才流和材料流的流通，提升了长三角的综合竞争力。交通物流园区 12 个、物流中心 53 个、农村货运站 200 个。长三角的二三线城市紧随一线城市经济步伐的脚步不断加快，城际之间的外溢性开发投资已经成为一种趋势，随着长三角城际交通的成熟，长三角地产互融性会更强，将会更快推动二三线城市从浙江省经济的空间分布来看，可以明显的看到存在三大各具特点的经济板块，分别为环杭的经济发展。州湾板块、台温板块、金衢板块。如果分县域对浙江省社会经济作以综合评价，可以发现浙江以这三大板块为经济隆起带、周边浙西、浙西南山区经济规模相对较小、形成了指状分布的空间经 2010 年 5 月，《长江三角洲地区区域规划》正式批准实施，《规划》对长三角区域的定位是： 5 亚太地区重要的国际门户、全球重要的现代服务业和先进制造业中心、具有较强国际竞争力的世现代物流园区设施。界级城市群。规划还提出了长三角发展中的 “一核六带”概念：包括上海这个发展核心以及沪宁、

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