1. Project Overview
The Tianjin International Agricultural Products Trading Centre is in Xinhe Subdistrict, Binhai New Area, where the core area of Beijing–Tianjin–Hebei coordinated development meets the northern international shipping hub. It is next to five expressways including the Beijing–Tianjin and Beijing–Tianjin–Tanggu expressways, 15 km from Dongjiang Port and 18 km from the airport. The original land user obtained 103 hectares of warehousing land by sale in 2011 to build an integrated logistics park. Because of changes in business strategy, some plots stood empty for a long time and use was low. To implement Tianjin's plans for high-quality development of the cold-chain industry, the Binhai New Area government brought in Shouheng Group to build the trading centre on the basis of the former China Materials Storage (CMST) logistics park. It is a carrier project for Tianjin's national commercial logistics hub, a key project for Tianjin's peri-urban "big warehouse" bases and a municipal key livelihood project, filling the gap for a port-side market hub and improving the import–export cold-chain pattern in northern China.
2. Redevelopment Entity and Model
(1) Why redevelopment was needed
First, the land had long been inefficient and idle, contributing almost no tax — a stretch of urban "rust belt". Second, the area was confined to low-end warehousing, lacking high value-added cold-chain, trading and display functions; the port's spillover effect was weak and the link between port, industry and city was broken. Third, the port area had no primary agricultural wholesale market, so nearby residents found it hard and expensive to buy food.
(2) Redevelopment entity and model
Shouheng Group was brought in, and the project's functions were redefined in light of port–industry–city integration and the shortage of agricultural wholesale markets nearby, converting existing warehousing and logistics land to an appropriate new use.
3. Results of the Redevelopment
(1) Port–industry–city integration and intensive land use
Using the port's advantages, inefficient single-use warehousing land is being turned into a modern agricultural distribution complex combining trading and display, cold-chain logistics and integrated services. Floor space increases from 100,000 to 770,000 square metres, mobilizing more than CNY 5 billion of private investment and greatly raising the intensity of land use.
(2) A supply hub for Beijing–Tianjin–Hebei
In line with coordinated development of the region and the northern shipping hub, the project develops the port economy and builds a modern agricultural distribution network serving the region and Northeast Asia. When complete, it is expected to host more than 5,000 traders, with annual trading volume above 3 million tonnes and annual turnover above CNY 24 billion, raising logistics efficiency and stabilizing regional food supply and prices.
(3) Filling gaps in daily services
To address the lack of amenities in the port area, facilities such as a "Drivers' Home" are being built to a high standard, creating a full "trading + cold chain + living" ecosystem. About 30,000 new jobs are expected, and the "last mile" for produce entering the city is being opened up.
4. Key Practices
(1) Coordinating the area's functions as a basis for port–industry integration
Based on Tianjin's role as the core of the northern international shipping hub, the area's functional pattern was reshaped. First, the mix of functions was optimized. Contiguous inefficient land, including the former CMST logistics park and the Zhonggangcheng building materials market, was integrated, and the land use was changed from logistics and warehousing to commercial service facilities with a floor area ratio of 1.5. The core function is a specialized agricultural trading facility, supported by a cold-chain logistics centre, smart warehousing base and inspection and quarantine centre — a shift from single-use warehousing to combined "port + industry + city" functions. Second, the collection and distribution system was improved. Given the heavy inbound and outbound flows of a large wholesale market, the road network was reorganized on the principles of "separating passengers and freight, separating fast and slow traffic". A link to the Xinggang Expressway and five new secondary roads stitch together the rail line, expressway and port area, with separate entrances for cars and lorries to keep traffic moving.
(2) Differentiated land pricing and a reasonable land-use term
To overcome the high land prices typical of "industrial to commercial" conversions, national and municipal policies on reviving existing land and supporting logistics were fully used. First, land valuation policy was applied precisely. Under State Council policies supporting the logistics industry, land for agricultural wholesale markets is valued with reference to industrial land prices. After the change of use to wholesale market land, the valuation date was set as 11 June 2025, the date the planning conditions were issued, and the land was valued for its remaining term. The unit price stayed at CNY 523 per square metre, so no land price difference had to be paid — saving the company nearly CNY 600 million and enabling "low-cost redevelopment and efficient transformation". Second, the term was set reasonably. Under Tianjin's policy that "where the land use changes, the term for the new use is the remaining term of the original land", and given the original expiry date of 1 November 2061, the new term was set from 11 June 2025 to 1 November 2061. A supplementary contract reset the start and completion dates, giving the company stable long-term expectations.
(3) Tailored measures to build a port-side industrial cluster
Because large wholesale parks are built in phases, developed on a rolling basis and operated independently, plot development and industry cultivation were managed in detail. First, functional units were defined. Without changing the rights holder or the dominant land use, and following the detailed plan and construction sequence, the original single parcel was divided into three independent parcels — collection and distribution zones A and B and a smart cold-chain project — matching cold-chain trading, smart warehousing, bonded logistics and other high value-added uses and making the land assets more flexible to operate. Second, port–city services were improved: smart warehousing, testing and sorting facilities, convenience services, and spin-offs such as e-commerce incubation and training. Third, the area is linked with neighbouring zones such as Dongjiang and Yuxiang, integrating shipping services, bonded trade and agricultural wholesaling into a "shop in front, warehouse behind; port and city linked" pattern embedded in regional supply chains.
(4) Re-engineering approvals for faster delivery
Large phased projects face many approval steps, long timelines and repeated submissions. Parallel approvals and acceptance with documents to follow were introduced, so that planning adjustment, project and land approval, works permits and construction permits were processed together, with non-critical materials supplied later on commitment; data sharing between approval systems enabled joint review. A "project steward" service accompanied the project throughout. In total, approval times were cut by 60 working days, the construction period by nearly three months, and early-stage costs by about CNY 1 million.
5. Policy Basis
(1) The Opinions of the General Office of the State Council on Policy Measures to Promote the Healthy Development of the Logistics Industry (Guobanfa [2011] No. 38) provide for land for agricultural wholesale markets to be priced with reference to industrial land, lowering project land costs.
(2) The Notice of the Ministry of Natural Resources on Launching Pilot Work on the Redevelopment of Inefficiently Used Land (Ziran Zifa [2023] No. 171) supports exploring reasonable changes of use for existing land and differentiated land pricing, providing top-level policy support.
(3) The Notice on Supporting Policies for Revitalizing Existing Land and Property (Jinguiziliyongfa [2023] No. 138) provides that "where the land use changes, the term for the new use is the remaining term of the original land". The Tianjin Implementation Rules for the Transfer of Construction Land Use Rights govern land subdivision, change registration and works planning permits, ensuring the split development of the parcel is compliant and orderly.
Show original Chinese text （中文原文）
天津市国际农产品交易中心转型升级
一、项目基本情况天津国际农产品交易中心位于滨海新区新河街道，地处京津冀协同发展核心区与北方国际航运枢纽交汇处，紧邻京津、京津塘等 5 条高速，距东疆港 15 公里、机场 18 公里，区位优越。原土地使用权人于 2011 年以出让方式取得仓储用地 103 公顷，建设综合物流园。受经营策略调整影响，部分地块长期空置，利用水平不高。为贯彻天津市冷链产业高质量发展部署，滨海新区政府依托原中储综合物流园基础，引入首衡集团启动天津国际农产品交易中心建设。该项目系天津商贸服务型国家物流枢纽承载项目、天津城郊大仓基地重点项目、市级重点民生工程，将填补临港市场枢纽平台空白，优化北方进出口冷链格局。
二、改造主体和改造模式
（一）改造原因一是土地资产长期低效空闲，年税收贡献近乎为零，成为城市“锈带”。二是片区长期局限于低端仓储，缺乏高附加值冷链、交易、展示功能，港口辐射带动效应弱，港产城融合“断链”。三是临港区域缺乏一级农产品批发市场，周边居民“买菜难、买菜贵”问题突出。
（二）改造主体和模式引入首衡集团，结合港产城融合发展和周边农产品批发市场供给不足的现状，重新定位项目功能，推动存量仓储物流用地用途合理转换，为港产城深度融合注入新动能。
三、低效用地再开发取得的成效
（一）深化港产城融合，促进节约集约利用滨海港口优势，将低效单一仓储用地改造为集交易展示、冷链物流、综合服务于一体的现代化农产品流通综合体。改造后建筑面积由 10 万平方米增至 77 万平方米，带动社会投资超 50 亿元，土地集约利用水平显著提升。
（二）锚定京津冀协同，构建保供枢纽紧扣京津冀协同发展定位，依托北方国际航运枢纽优势，大力发展港口经济，打造辐射京津冀、面向东北亚的现代化农产品流通网络。项目建成后，预计吸纳商户超 5000家，年交易量突破 300 万吨，年交易额超 240 亿元，显著提升区域物流周转效率，成为保障区域农产品保供稳价的“压舱石”。
（三）补齐民生短板，提升综合品质针对临港地区生活配套不足等问题，高标准建设“司机之家”等设施，构建“交易+冷链+生活”全链条生态。预计新增就业岗位 3 万个，打通农产品进城“最后一公里”。
四、主要做法
（一）统筹片区功能布局，夯实港产融合基底立足天津北方国际航运核心区定位，重塑片区功能格局。一是优化功能业态布局。统筹整合原中储物流园、中港城建材市场等连片低效用地，将用地性质由物流仓储用地调整为商业服务业设施用地，容积率提升至 1.5，明确核心功能为建设专业化农产品交易载体，配套布局冷链物流中心、智慧仓储基地、检验检疫中心等设施，实现从单一仓储向“港口+产业+城市”复合功能转型。二是完善集疏运体系。结合大型农批市场“大进大出”特征，坚持“客货分离、快慢分行”原则重构路网。统筹布局兴港高速联络线及 5 条新增次干路，有效缝合铁路、高速与港区空间割裂。差异化配置客、货车专用进出口通道，保障车流高效集散，夯实港产城融合硬件基础。
（二）落实差别化地价政策，合理确定土地使用年限破解传统“工改商”高地价瓶颈，用足用好国家与天津市存量用地盘活、物流业扶持政策，降低用地成本。一是精准适用地价评估政策。依据国务院物流业发展支持政策，明确农产品批发市场用地参照工业用地价格评估。用地性质调整为批发市场用地后，以 2025 年 6 月 11 日规划条件核发日为估价期日，按土地剩余使用年限评估，土地单价维持 523元/平方米不变，无需补缴土地出让金差价，为企业节约资金近 6 亿元，实现“低成本改造、高效率转型”。二是合理确定土地使用年限。严格执行天津市盘活存量土地支持政策，按照“土地用途变更的，新用途使用年限按剩余年限确定”原则，根据原地块 2061 年 11 月 1 日的出让终止年限，核定项目新使用期限为 2025 年 6 月 11 日至 2061 年 11 月 1 日，通过签订补充合同，重新约定开竣工时间，稳定企业长期投资发展预期。
（三）分类施策整治，打造临港产业集群结合大型农批园区分期建设、滚动开发、独立运营的特点，精细化推进地块开发与产业培育。一是精细划分功能单元。在不改变权利人主体与用地主导性质前提下，依据详规与建设时序，将原整宗土地科学分割为集疏运 A 区、B 区及智慧冷链项目 3 个独立宗地，精准适配冷链交易、智慧仓储、保税物流等高附加值业态，提升土地资产运营灵活性。二是完善港城配套功能。围绕产业运营和从业人员需求，配齐智慧仓储、检测分拣等产业设施，配套建设便民服务载体，同步孵化电商孵化、人才培训等衍生业态，完善全链条产业服务体系。三是联动片区协同发展。依托新区港口航运资源，联动东疆、于响等重点片区，推动航运服务、保税贸易与农批产业深度融合，构建“前店后仓、港城联动”发展格局，放大产业辐射效应，深度融入京津冀协同发展产业链供应链体系。
（四）再造审批服务流程，提升项目落地效能针对分期建设大型园区项目审批环节多、周期长、材料重复提交等堵点，推行并联审批+容缺受理，将规划调整、立项用地、工程及施工许可等事项同步办理，非关键材料实行承诺补齐；依托审批系统数据共享实现联动审查。同时建立“项目管家”全流程帮办代办制度，专人全程跟进服务，累计压缩审批时限 60 个工作日、缩短工期近 3 个月，节约前期费用约 100 万元，大幅提升审批效率。
五、政策依据
（一）《国务院办公厅 关于促进物流业健康发展政策措施的意见》（国办发〔2011〕38 号），落实农产品批发市场用地参照工业用地核定出让地价的优惠政策，降低项目用地成本。
（二）《自然资源部关于开展低效用地再开发试点工作的通知》（自然资发〔2023〕171 号），探索存量用地用途合理转换和差别化地价政策，为项目落地提供顶层政策支撑。
（三）《关于盘活存量土地房产有关支持政策的通知》（津规资利用发〔2023〕138 号），“土地用途变更的，新用途土地使用年限按原用地剩余年限确定”，合理确定项目土地使用年限；《天津市建设用地使用权转让实施细则》，依规办理土地分割、变更登记及工程规划许可手续，保障地块拆分开发合规有序。