## 4 Numerical Analysis
### Sensitivity Analysis  
#### 4.2.1 Sensitivity Analysis of Maritime Transportation Cost to Equilibrium Price and Port  
Cargo Demand  
Figure 5 shows the change in port equilibrium price with the maritime transportation cost difference. It can be seen that the equilibrium price of Dalian Port increases with the increase in \(C_{B}^{\text{sen}}-C_{A}^{\text{sen}}\), while the equilibrium price of Vladivostok Port decreases with the increase in \(C_{B}^{\text{sen}}-C_{A}^{\text{sen}}\). When \(C_{B}^{\text{sen}}-C_{A}^{\text{sen}}=0\), the maritime transportation costs of Dalian Port and Vladivostok are the same, the equilibrium price of Dalian Port and Vladivostok Port is 1684.57 RMB/TEU and 633.89 RMB/TEU, respectively. When \(C_{B}^{\text{sen}}-C_{A}^{\text{sen}}=-1576.02\) RMB/TEU, the maritime transportation cost of Vladivostok Port can save 1576.02 RMB/TEU compared with that of Dalian Port, and then the equilibrium price of Vladivostok Port and Dalian Port is the same. When \(C_{B}^{\text{sen}}-C_{A}^{\text{sen}}<-1576.02\) RMB/TEU, the equilibrium price of Vladivostok Port is greater than that of Dalian Port; when \(C_{B}^{\text{sen}}-C_{A}^{\text{sen}}>-1576.02\) RMB/TEU, the equilibrium price of Vladivostok Port is less than that of Dalian Port.  
Figure 6 shows the change in the maritime transportation cost difference on port equilibrium cargo demand. It can be seen that the equilibrium cargo demand of Dalian Port increases with the increase in \(C_{B}^{\text{sen}}-C_{A}^{\text{sen}}\), while the equilibrium cargo demand of Vladivostok Port decreases with the increase in \(C_{B}^{\text{sen}}-C_{A}^{\text{sen}}\). When \(C_{B}^{\text{sen}}-C_{A}^{\text{sen}}=-3023.02\) RMB/TEU, that is, when Vladivostok Port can save 3023.02 RMB in maritime transportation costs compared with Dalian Port, the equilibrium cargo demand of Vladivostok Port and Dalian Port.  
\begin{table}
\begin{tabular}{c c} \hline \hline
**Parameter** & **Value** \\ \hline Freight sharing rate \(w_{m}\) & \(w_{1}=0.35\), \(w_{2}=0.65\) \\ Transportation cost per unit distance \(\delta^{\text{int}}\) (RMB/TEU\(\cdot\)km) & \(\delta^{1}=3.18\), \(\delta^{2}=9.185\) \\ Average operating speed \(\overline{V}_{m}\) (km/h) & \(\overline{V}_{1}=80\), \(\overline{V}_{2}=90\) \\ Cross-border transportation cost \(C_{bB}^{land}\) (RMB) & \(C_{bB}^{land}=2102\) \\ Port charge \(C_{i}^{port}\) (RMB/TEU) & \(C_{A}^{port}=667\), \(C_{B}^{port}=1590\) \\ Time value \(\varepsilon\) (RMB/TEU) & \(\varepsilon=40\) \\ Marginal congestion cost of port \(d\) (RMB/TEU) & \(d=0.1\) \\ Container cargo handling capacity \(h_{i}\) (TEU) & \(h_{A}=300\), \(h_{B}\)\(=80\) \\ \hline \hline \end{tabular}
\end{table}
Table 2: The setting of model parameters.  
Figure 5: The change in port equilibrium price with the maritime transportation cost difference.  
Port is the same, and Vladivostok Port will share the market in the hinterland of Northeast China equally with Dalian port. When \(C_{B}^{sea}-C_{A}^{sea}<-3023.02\) RMB/TEU, the equilibrium cargo demand of Vladivostok Port will exceed that of Dalian Port; When \(C_{B}^{sea}-C_{A}^{sea}>-3023.02\) RMB/TEU, the equilibrium cargo demand of Vladivostok Port will exceed that of Dalian Port; the equilibrium cargo demand of Vladivostok Port will be smaller than of Dalian port.  
In addition, it can be observed that \(C_{B}^{sea}-C_{A}^{sea}\) decreased from \(-2993.32\) RMB/TEU to \(-3052.72\) RMB/TEU, and the demand for Vladivostok Port decreased from 100% to 0. If factors such as land transportation costs, cross-border transportation costs, and port costs remain unchanged, and the maritime transportation cost of Vladivostok Port is reduced from 2993.32 RMB/TEU to 3052.72 RMB/TEU, it would make Vladivostok Port competitive. Within this range, the reduction in the maritime transportation cost would significantly increase the market share of the hinterland of Vladivostok Port.