Around 80% of global trade by volume is transported by sea, and thus the maritime transportation system is fundamental to the world economy. To better exploit new international shipping routes, we need to understand the current ones and their complex systems association with international trade. We investigate the structure of the global liner shipping network (GLSN), finding it is an economic small-world network with a trade-off between high transportation efficiency and low wiring cost. To enhance understanding of this trade-off, we examine the modular segregation of the GLSN; we study provincial-, connector-hub ports and propose the definition of gateway-hub ports, using three respective structural measures. The gateway-hub structural-core organization seems a salient property of the GLSN, which proves importantly associated to network integration and function in realizing the cargo transportation of international trade. This finding offers new insights into the GLSN’s structural organization complexity and its relevance to international trade.

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Maritime transport accounts for a majority of trades in volume, of which 70% in value is carried by container ships that transit regular routes on fixed schedules in the ocean. In the present paper, we analyse a data set of global liner shipping as a network of ports. In particular, we construct the network of the ports as the one-mode projection of a bipartite network composed of ports and ship routes. Like other transportation networks, global liner shipping networks may have core-periphery structure, where a core and a periphery are groups of densely and sparsely interconnected nodes, respectively. Core-periphery structure may have practical implications for understanding the robustness, efficiency and uneven development of international transportation systems. We develop an algorithm to detect core-periphery pairs in a network, which allows one to find core and peripheral nodes on different scales and uses a configuration model that accounts for the fact that the network is obtained by the one-mode projection of a bipartite network. We also found that most ports are core (as opposed to peripheral) ports and that ports in some countries in Europe, America and Asia belong to a global core-periphery pair across different scales, whereas ports in other countries do not.

Maritime shipping is a backbone of international trade and, thus, the world economy. Cargo-loaded vessels travel from one country's port to another via an underlying port-to-port transport network, contributing to international trade values of countries en route. We hypothesize that ports that involve trans-shipment activities serve as a third-party broker to mediate trade between two foreign countries and contribute to the corresponding country's status in international trade. We test this hypothesis using a port-level dataset of global liner shipping services. We propose two indices that quantify the importance of countries in the global liner shipping network and show that they explain a large amount of variation in individual countries' international trade values and related measures. These results support a long-standing view in maritime economics, which has yet to be directly tested, that countries that are strongly integrated into the global maritime transportation network have enhanced access to global markets and trade opportunities.