Determining maritime silk road strategies for ports along the route of belt and road initiative: A case of eastern Aegean ports

Celik, Mehmet Serdar

doi:10.1016/j.rtbm.2023.101056

Cited by 2 publications

(1 citation statement)

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“…However, the above accessibility research methods are mostly based on the time-cost model to consider the layout of a certain urban node, and pay relatively little attention to the strength of transportation links between different nodes (especially between cross-border regions).Currently, the literature on the Belt and Road initiative has focused on transport infrastructure along the Belt and Road and few studies have focused on transport accessibility and optimal construction of transport corridors. These studies have focused on the economic spillover effect [27,28], cross-border investment (FDI) growth [29,30], and the strategic value of infrastructure construction [31,32], and the relatively economically developed city clusters along the Maritime Silk Road [33,34]. Less research has focused on the relatively backward land transport along the Silk Road Economic Belt, with particular focus on the Northwest Corridor Belt [35] and the entire Silk Road Economic Belt [36] as the starting point for discussion.…”

Section: Kazakhstan Uzbekistan Turkmenistanmentioning

confidence: 99%

Research on Optimization Strategies of Regional Cross-Border Transportation Networks—Implications for the Construction of Cross-Border Transport Corridors in Xinjiang

Dai,

Liu,

Lin

2024

Sustainability

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Facility connectivity plays a pioneering role in the Belt and Road Initiative proposed by General Secretary Xi Jinping in 2013. Xinjiang, as the core area of the Silk Road Economic Belt bordering eight Eurasian countries, plays a crucial role in cross-border transportation and humanistic exchanges and is the focus of the national connectivity initiative. While the current analysis on regional accessibility has become more diversified, analyses on long-distance cross-border corridors are still relatively rare. Therefore, this paper takes the Xinjiang Uygur Autonomous Region (XUAR) of China as the main study area extending westward to the five Central Asian countries. Modified accessibility accounting methods and gravity models are used to analyze the current status of accessibility and the strength of economic ties between Xinjiang and the five Central Asian countries. The results showed that the distance decay effect of transportation accessibility between Xinjiang and the five Central Asian countries is obvious; the constraints of “natural geography + transportation economy” affect the accessibility level from each state in Xinjiang to the five Central Asian countries and shows a trend of strength in the north and weakness in the south. From the optimization of the regional planning road network in a reverse projection, G3033 and other highways and the construction of the Yi-A railroad will improve the status quo of “east-west access but not north-south access” in Xinjiang. The “corridor effect” and spatial polarization characteristics of economic connection intensity from Xinjiang to the five Central Asian countries are significant. This study has important theoretical and practical significance for the construction of cross-border corridors.

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