| Port accessibility is a key indicator for assessing the location advantage of coastal ports,which can concentratedly reflect the core competitiveness of ports,including the connectivity with hinterland and foreland,as well as the facilitation of land-sea intermodal transport.Therefore,scientific evaluation of port accessibility and precise identification of its internal structure is of great significance for implementing effective measures to enhance port competitiveness.In view of the lack of studies on port accessibility modeling considering landsea combination,this thesis aims to establish a port accessibility analysis framework that can compare hinterland and foreland advantages from the perspective of land-sea coordination.This study used railway freight rate big data for the first time to compare the foreland and hinterland accessibility to ports in a unified analysis and measurement framework based on complex network theory.Using China’s coastal ports as a case study,the comprehensive measurement of port accessibility from the perspective of land-sea coordination is presented.This thesis analyzes the accessibility of Chinese ports based on complex network theory.Firstly,the topological structure of China’s port network is analyzed based on the “small world”index and the “scale-free” index.Secondly,the functional characteristics of China’s coastal port hinterland network and foreland network are analyzed by using the node weighted centrality index.Finally,the hinterland accessibility and foreland accessibility are put into a unified analysis and measurement framework to realize the integration of port accessibility from a land-sea coordination.Research shows that:(1)The established hinterland accessibility model can not only reflect the characteristics(e.g.,accessibility decreases from hubs to periphery and railway accessibility spreads outward along three railway operational channels),but also effectively reflect the freight convenience of hinterland ports,especially revealing the intercontinental logistics advantages of some ports after the China-Europe railway express is opened.(2)Compared with traditional foreland accessibility,the port accessibility dispersion degree under land-sea coordination is lower(land-sea coordination and foreland accessibility centralization indices: 0.17 and 0.21,respectively).The hinterland space of Hong Kong,Dalian,Yantai,and other ports is further squeezed by the dual influence of the connectivity of the sea-rail logistics system and supply market.The Yangtze River trunk line and the Bohai Rim port benefit from the hinterland location to obtain a more obvious land-sea comprehensive connectivity advantage.The overall accessibility value improvement of the three major port groups is in the following order: Yangtze River Delta > Bohai Rim > Pearl River Delta.Additionally,each port benefits from the opening of the China-Europe railway express to increase its accessibility index by 23.0% on average.(3)From the comparison between land and sea accessibility,the small-world feature of the hinterland network is obvious,forming two regional networks centered on Shanghai-Nanjing and Guangzhou and located to the north and south of the Yangtze River,respectively.The foreland network formed a national integrated network centered on Shanghai,Hong Kong,Ningbo-Zhoushan,Shenzhen,Guangzhou,Qingdao,Xiamen.The accessibility difference of each port in the hinterland network is less than that of the foreland(the accessibility centralization index: 0.17 < 0.21).The average accessibility of hinterland network and foreland network: 47.2 and 45.4.(4)In the hinterland network,Moscow,Duisburg,Almaty,Marashevich,Tashkent,Baku,Chelyabinsk,Yekaterinburg,Warsaw and Astana are the most important transportation hubs in the three major routes of the China-Europe railway express.Singapore port in Asia,Said Port in Africa,Rotterdam port in Europe and the Netherlands,Quebec Port in North America,and Gatun Lake Port in South America are the most important transit hubs. |
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