Journal of Geographical Sciences ›› 2017, Vol. 27 ›› Issue (7): 879-896.doi: 10.1007/s11442-017-1411-7

• Orginal Article • Previous Articles    

Location characteristics and differentiation mechanism of logistics nodes and logistics enterprises based on points of interest (POI): A case study of Beijing

Guoqi LI1,*(), Fengjun JIN2(), Yu CHEN3, Jinjuan JIAO4, Sijing LIU1   

  1. 1. School of Transportation & Logistics, Southwest Jiaotong University, National United Engineering Laboratory of Integrated and Intelligent Transportation, Chengdu 610031, China
    2. Institute of Geographic Sciences and Natural Resources Research, CAS, Beijing 100101, China
    3. School of Geographic Science, Nanjing Normal University, Nanjing 210031, China
    4. School of Economics and Management, Beijing Jiaotong University, Beijing 100044, China
  • Received:2016-12-21 Accepted:2017-02-10 Online:2017-07-10 Published:2017-07-10
  • Contact: Guoqi LI;
  • About author:

    Author: Li Guoqi (1984-), PhD, specialized in geography of logistics and spatial analysis. E-mail:

    *Corresponding author: Jin Fengjun (1961-), PhD and Professor, E-mail:

  • Supported by:
    National Natural Science Foundation of China, No.41501123, No.71703219


The logistics nodes and logistics enterprises are the core carriers and organizational subjects of the logistics space, and their location characteristics and differentiation strategies are of key importance to optimizing urban logistics spatial patterns and ensuring reasonable resource allocation. Based on Tencent Online Maps Platform from December 2014, 4396 logistics points of interest (POI) were collected in Beijing, China. By the methods of industrial concentration evaluation and kernel density analysis, the spatial distribution pattern of logistics in Beijing are explored, the interaction mechanism among the type difference, supply-demand side factors and location choice behavior are clarified, and the internal mechanism of spatial differentiation under the combined influence of transportation, land rent and assets are revealed. The following conclusions are drawn in the paper. (1) Logistics enterprises and logistics nodes exhibit the characteristic of both co-agglomeration and spatial separation in location, and logistics activities display the spatial pattern of "marginal area of downtown area, suburbs and exurban area", which have a weak coupling degree with logistics employment space. (2) The public logistics space, namely, logistics parks and logistics centers, is produced under the guidance of the government, and the terminal logistics space consisting of logistics distribution centers serving for the specific industries and terminal users is dominated by enterprises. The locational differentiation between the two modes of logistics space is significant. (3) In the formation of the logistics spatial location, the government can change the traffic condition by re-planning the transport routes and freight station locations, and control the land rent and availability of different areas by increasing or decreasing the land use of logistics, to impact the enterprise behavior and form different types of logistics space and function differentiation. In comparison, logistics enterprises meet the diverse demands of service objects through differentiation of asset allocation to promote the specialization of division and form the object differentiation of logistics space.

Key words: spatial differentiation, logistics node, logistics enterprise, asset specificity