# Performance Evaluation Model of Landport and Seaport Collaboration Using the Support Vector Machine
## 1 Introduction  
Dry port refers to a \"port without water\", which actually refers to a logistics center with many logistics services built in the inland far from the seaport [1], as the result of seaports extending their services to the inland. In 2013, China introduced the \"One Belt, One Road\" initiative, aimed at accelerating transportation integration between Asia and Europe. In this endeavor, it is crucial and worthwhile to consider the effective interconnection of multimodal transport. According to statistics, Europe boasts more than 300 dry ports, while the United States hosts nearly 400 cargo transfer centers and dry ports. Additionally, Asia houses over 300 dry ports [2]. Dry ports serve as storage facilities for empty containers, mitigating terminal congestion and addressing land shortage concerns [3] ([PERSON] et al., 2023). Simultaneously functioning as an extension of seaports, the operational efficiency of dry ports to a certain extent determines the operational efficiency of the container supply chain. The alignment between seaports and dry ports necessitates contemplation of numerous factors. For instance, the site area, supporting facilities, and operational procedures of a dry port should be in harmony with the scale, cargo throughput, and staffing of the seaport. The alignment between seaports and dry ports necessitates contemplation of numerous factors. Furthermore, the seaports and dry ports should synergize efforts for a mutually advantageous outcome. Dry ports should leverage facility sharing, attract high-quality cargo sources through cost-effective services, optimize the aggregation of goods, expedite the integration process of the seaports and dry ports, and assume certain functions of the seaport, thereby establishing a cooperative mechanism that yields mutual benefits. Simultaneously, effective cooperation between the \"two ports\" necessitates a mature and comprehensive regulatoryframework [4]. Only within a fixed and standardized model can the seaports and dry ports ensure sustained and efficient collaboration between the involved parties, ultimately arriving at a consensus for mutual development. The dynamic nature of interactive cooperation between the \"two ports\" necessitates ongoing evolution. Consequently, the establishment of a performance model for cooperation between the two ports warrants thorough examination and study. At present, the research on dry ports mainly focuses on the site selection of dry ports, the network design of dry ports, and the cooperation with seaports. The research on the location of dry ports is very mature at present. [PERSON] et al. have proposed a hub location model to determine the best location of a medium-sized dry port considering the flow direction of containers in multimodal transport [5]. The establishment of dry ports is influenced by a diverse array of stakeholders, encompassing dry ports themselves, the corresponding cities/regions, seaports, shippers, shipping companies, railway operators, and road operators. Employing a methodology rooted in multi-participant and multi-criteria analysis, [PERSON] has considered the objectives and perspectives of these various stakeholders in order to assess different scenarios. The research findings underscore the paramount importance of the fundamental services provided by the examined dry port in the initiation of operations.Castrellon delves into two strategies routed through dry ports, scrutinizing both their environmental and economic implications. Various cooperation scenarios among shipping lines, each entailing different levels of container substitution, are taken into account. [PERSON] and [PERSON] proposed a new method to evaluate the priority of site selection of dry ports, and systematically analyzed the factors affecting the facilities of dry ports to establish an evaluation model considering the feedback and the relationship between these factors [6].