International review for patial planning and utainable developent, Vol.4 No.3 (2016), 36-44 ISSN: 2187-3666 (online) DOI: ttp://dx.doi.org/10.14246/irpd.4.3_36 Copyrigt@ by autor, SPSD Pre fro 2010, Kanazawa Higway Tranportation Efficiency Evaluation for Beijing-Tianjin-Hebei Region Baed on Advanced DEA Model Ziong Li 1,2 Li Zao 3* and Zenzou Yuan 1 1 MOE Key Laboratory for Urban Tranportation Coplex Syte Teory and Tecnology, Beijing Jiaotong Univerity 2 Beijing Engineering Reearc Center of Urban Tranport Infratructure Contruction, Beijing Univerity of Civil Engineering and Arcitecture 3 Cina Acadey of Urban Planning and Deign * Correponding Autor, Eail: zaol@caupd.co Received: 08 Noveber, 2015; Accepted: 01 Marc, 2016 Key word: Abtract: Higway tranportation, Efficiency evaluation, Advanced DEA odel, Beijing-Tianjin-Hebei Region Regional traffic efficiency play a key role in te developent of a regional econoy and it ocial developent. How to accurately explain inerent aociation and ecani i very ignificant for regional tranport developent and invetent benefit. Ti paper analye te road tranport and econoic developent data for Beijing-Tianjin and Hebei, te Yangtze River Delta and Pearl River Delta city population, identifie an invetent and yield indicator yte to effectively reflect road tranport efficiency and econoic developent, and etablie a ybrid data envelopent analyi odel baed on invetent indicator preference. Ti odel i ued to copare and analyze te igway tranportation efficiency of te wole Beijing-Tianjin- Hebei region and all citie in ti region. Te concluion i tat te igway tranportation efficiency of te Beijing-Tianjin-Hebei region i le tan it i in te Yangtze River Delta and Pearl River Delta urban aggloeration, and te igway tranportation efficiency of citie in te Beijing-Tianjin-Hebei region are alo very different, o different invetent trategie ould be ade for te igway tranportation efficiency of different citie. Te reearc reult alo indicate tat iproveent of te regional tranportation ervice capability not only depend on expanion of te regional tranportation cale, but alo depend on iproveent of te regional tranportation operation efficiency, and aintain upport for intenified and utainable developent route. 1. INTRODUCTION Te tate pay uc attention to te long-ter developent of te Beijing- Tianjin-Hebei region and regard te collaborative developent of te Beijing-Tianjin-Hebei region a a key tate trategy. Tranportation i te foundation for econoic developent. Te cairan, Xi Jinping, propoe tranportation integration a te leading field for collaborative developent of te Beijing-Tianjin-Hebei region. A an advance project, te integration of 36
Li, Zao, & Yuan 37 tranportation ay becoe te firt breaktroug field in collaborative developent witin te Beijing-Tianjin-Hebei region. A te key capital area, te total population of te Beijing-Tianjin-Hebei region i over 100 illion. Te Beijing-Tianjin-Hebei region i expected to drive and connect te out and nort area and becoe a new area of econoic growt area Cina. However, developent of te tree region a been very unbalanced for a long period and igligted iue uc a continuou, deteriorated ecological environent and unbalanced urban and town yte developent are faced. Wit an increae of te invetent to tranportation infratructure fro 2016, tranportation infratructure i currently under contruction in tee region. How to balance te relation between invetent and econoic developent of te tranportation infratructure i till a difficult ubject. Mutual relation between regional tranportation and econoic developent ould be furter evaluated in a quantitative anner. Ti paper focue on te igway tranportation and econoic developent data of te urban aggloeration in te Beijing-Tianjin-Hebei region and te Yangtze River Delta and Pearl River Delta region, tudie utual relation between regional igway tranportation and te econoy, identifie te weigt of te ipact of te invetent indice to te regional econoy by uing te analytic ierarcy proce (AHP), etablie a igway tranportation efficiency evaluation index yte, and applie te data envelopent analyi (DEA) odel to copreenively evaluate te igway tranportation efficiency of te wole urban aggloeration and of different citie. By analyzing te tranportation igway indice in Beijing- Tianjin-Hebei and te Yangtze River Delta and Pearl River Delta region and it developent trend, ti paper reaonably evaluate igway tranportation operation efficiency and cale adaptation of te Beijing-Tianjin-Hebei region fro te view of te invetent and yield of te city igway tranportation, and provide reference for regional tranportation deciion. On te one and, any colar ave tudied te coordinated developent of tranportation, econoy, ociety and te natural environent. Wang, C.-X. (2004) contructed a gray coordination odel and coordination coefficient to ow coordination degree of te econoy and traffic by contructing an Econoy-Tranportation Syte and applying te yte teory idea. Wang, W. et al. (2014) deterined te coordination degree between te regional econoy and tranportation at different tie, coordination relationip between different ode witin regional tranportation, and analyze te coordination degree between te regional econoy and tranportation and witin te tranportation yte by analyzing te elatic relation of te related indice between regional tranportation and te regional econoy, and between different ode witin te regional tranportation. Wang, D. et al. (2003) iulated te future developent trend of tranportation and tecnology by uing te production function etod baed on tie equence. Tey obtain copreenive evaluation indice uc a copreenive tranportation indice and reource configuration perforance indice by uing te indice etod baed on te copreenive perforance, upply and deand balance and reource configuration idea, and evaluate te degree of adaptation and coordination between tranportation and econoic developent by uing te tranportation balance factor, factor analyi etod and te DEA odel baed on te copreenive evaluation indice. On te oter and, te data envelopent analyi (DEA) etod i ainly ued to evaluate weter uing ulti-invetent and ulti-yield deciion unit of ae type i an effective non-paraetric tatitic etod in
38 IRSPSD International, Vol.4 No.3 (2016), 36-44 tecnology, a it i extenively applied for efficiency evaluation in different field and indutrie of te ocial econoy. Correa (2012) analyzed current copletion and efficiency condition of te Colubian igway and railway yte by uing te DEA odel. Te reearc reult indicate tat te total average efficiency of te railway i 74.4%, and te general average efficiency of te igway i 20.56%, tereby te railway a iger efficiency in te reource configuration. Karlafti (2004) urveyed te efficiency and benefit of te urban tranportation yte by uing te DEA, te global efficient production function and te data fro 256 tranportation yte in Nort Aerica over five year. Te epirical data prove tat te efficiency i poitively correlated wit te benefit. Ciu, Huang, and Ting (2011) evaluated te efficiency of tranportation and te econoy in Cina by uing te value cain DEA odel. Xiong, Ning, and Pan (2006) analyzed te operation efficiency of te contructed Tranportation-Econoy ybrid yte by electing ultiple invetent and yield indice and applying te DEA etod to tranportation and econoy data over a 15 year period in Cina. Correa (2012), Jiang (2009) analyzed and evaluated te tranportation yte efficiency, and built te evaluation index yte. On te wole, regional traffic efficiency ebodie te developent of regional econoie and ociety. Wit econoic tranforation and continuou prootion of ocial refor, te relationip between te exiting traffic and econoy will continuouly cange. It i difficult to decribe clearly te inerent active ecani between traffic efficiency and econoic developent baed on exiting reearc. Te traditional DEA etod a rearkable trengt in evaluation and reearc of traffic efficiency, but it i difficult to ebody difference aong input and output indice due to retriction of te odel. Te traditional odel cannot decribe te axiu deand benefit under different condition. 2. PROBLEM DESCRIPTION and odeling 2.1 Contruction of invetent and yield index yte Generally, factor uc a invetent capital, uan power, aterial reource and functional yield of tranportation ervice ould be conidered in reearc on igway tranportation efficiency of urban aggloeration (Wang, W. et al., 2014). Te ileage of te backbone igway network (k), average igway network denity per peron (k/peron) and igway network area denity (k/k 2 ) repreent te uan power, labor and inveted fund, and reflect te inveted reource to te igway tranportation yte efficiency witin te urban aggloeration. In addition, te average GDP per peron, unit area GDP (10,000 yuan/ k 2 ) and igway network yield of unit lengt (100 illion yuan/k) reflect te econoic benefit yield of te igway tranportation efficiency yte of te urban aggloeration and are key part of igway tranportation efficiency. Te igway paenger tranportation capacity (10,000 peron) and cargo capacity (10,000 ton) repreent te functional yield of te tranportation ervice. Te urbanization rate (%) reflect te developent and optiization degree of citie and alo deterine if te igway tranportation i efficient witin te urban aggloeration. By cobining te current condition and feature of igway tranportation in te Beijing-Tianjin-Hebei, Yangtze River Delta and Pearl
Li, Zao, & Yuan 39 River Delta urban aggloeration, cientific evaluation indice, and obtainability and quantification of te indice value, te above indice are elected a te input and output indice of te odel. Tee input and output indice can correctly reflect te content and inerent aociation of te regional igway tranportation efficiency fro a particular perpective. Te wolly aociated input and output indice copoe te igway tranportation efficiency evaluation yte of te urban aggloeration. Te input and output evaluation index yte of te igway tranportation efficiency of te urban aggloeration i own in Figure 1. B1 input index B2 output index X1 fraework igway ileage X2 average igway network denity per peron X3 Higway network area denity X4 Population denity Y1 Average GDP per peron Y2 unit area GDP Y3 Higway paenger tranportation capacity Y4 Higway cargo tranportation capacity Y5 Urbanization rate Figure 1. Evaluation index yte of input and output for igway efficiency 2.2 AHP-DEA cobination odel baed on indice reference Te DEA odel ainly copare relative efficiency between evaluated organization via ateatical prograing and coputing. Te baic function of te DEA odel i evaluation, epecially wen evaluation of relative good or bad of ultiple iilar aple i tudied. Paraeter need not be etiated in advance, o ti odel i very advantageou in ubjective factor avoidance, coputing iplification and error reduction. Te DEA odel ue te actual indice value in ti cee, wic avoid te tandard cot of eac ervice. Ti odel can tranfor ultiple invetent and ultiple yield to te nuerator and denoinator of te efficiency ratio witout need of tranforing te to te ae oney unit, o it can avoid te error in tranforation of any evaluation etod. Te DEA odel can clearly eaure te igway tranportation efficiency of te urban aggloeration and enance objectivity and ipleent ability of evaluation. However, te indice are regarded equally in ter of te evaluation of a traditional DEA odel (C 2 R). Te difference of evaluation deciion to different indice are not conidered. Baed on te ubjective factor of te indice preference degree, te AHP etod i ued to analyze te iportance of te invetent indice, identify te weigt of te indice and etabli an AHP-DEA cobination odel. Te AHP-DEA odel i ued to evaluate and analyze te igway tranportation efficiency of te urban aggloeration. Auing tat eac of n deciion unit (DMU) a input (naely input indice) and output (naely output indice), te input and output
40 IRSPSD International, Vol.4 No.3 (2016), 36-44 j DMU j vector of t deciion unit are repreented wit and, and V and U are te weigt coefficient, we can get: X ( X, X, L, X ) T (1) j 1j 2j j Y ( Y, Y, L, Y ) T (2) j 1j 2j j V V1 V2 V U U1 U2 U (,, L, ) T (3) (,, L, ) T (4) X 0, Y 0, V 0, U 0, j 1,2, L,, i1,2, L,, ij rj i r r 1,2, L,. indicate te t input indice of t deciion unit. indicate t output indice of t deciion unit, eac deciion unit a correponding efficiency evaluation indice a follow: X ij j r1 i1 UY i r VX rj ij j i Te DEA odel identifie te weigt by optiization to ake te evaluation of a group of deciion unit ore objective. Te weigt optiization ai to axiize efficiency, o te qualitative difference of te vector weigt are not conidered in actual proble. Te yte evaluation a pecific requireent for input and output in oe cae and certain preference i required for te weigt indice, naely te expert interference. At ti tie, te pure DEA odel cannot ipleent ti feature well, o te APH-DEA analyi odel i propoed. Te input and output weigt indice are ranked by certain order. Auing tat final input coponent and output coponent ave a certain equence, naely te preference equence, te weigt vector of te invetent variant i coputed by uing te AHP etod: (,, L, ), 1 1 2 i i1 Te relative efficiency optiization evaluation ode of te DMU 0 deciion unit i decribed a follow: ax j0 r1 UY r rj0 VX i ij0 i1 UY r rj0 r1 j 1, 1, 2, L, n VX i ij0 t.. i1 (8) Vi 0, i 1, 2, L, U r 0, r 1, 2, L, (, ) 0 j0 are te efficiency evaluation indice of te deciion unit, (, ) i te invetent and yield weigt atrix. Auing tat 3, te final preference weigt vector coputed by AHP i ( 1, 2, 3). If tey are ranked a ( 2, 1, 3) by decending order, it can be decopoed a 2 a 1, j X j Y rj Y j (5) (6) (7) r
b 1 3 Li, Zao, & Yuan 41 (, ). a and b depend on te final coputed weigt. Te atrix i expreed a follow: a 1 0 0 L 0 (, )= 1 0 b 0 L 0 (9) Te equation (2) i a fraction prograing odel and i difficult to olve, o it i converted to a linear prograing odel for te olution: t 1, r tur, i tvi (10) VX i1 i ij0 Te odel i converted to: ax t.. Y j0 r rj0 r1 ryrj i X ij 0, j 1,2, L, n r1 i1 i X ij0 1 i1 Vi 0, i 1,2, L, U r 0, r 1,2, L, (, ) 0 (11) 3. SIMULATION COMPUTING AND RESULT ANALYSIS 3.1 Quantification of evaluation indice Wit te urban aggloeration in Beijing-Tianjin-Hebei, Yangtze River Delta and Pearl River Delta region a te analyi aple, baed on te input and output index yte in Figure 1 and te annual tatitical data of te national econoy and ocial developent in different province, te input and output indice data are obtained a own in Table 1: Table 1 Data of input and output indice for urban aggloeration DM U 1 2 3 Urban aggloeratio n Beijing- Tianjin- Hebei Yangtze River Delta Pearl Delta River Input indice Output indice X 1 X 2 X 3 X 4 Y 1 Y 2 Y 3 Y 4 Y 5 100 100 10 4 p illio illio k k/10 k/k 4 2 /k n n 10 p 10 p 2 ton yuan yuan -- /10 4 p /k 2 14.84 16.82 0.79 17.17 15.44 1.52 7.51 11.58 1.34 0.0 5 0.1 0 0.1 2 6.62 0.31 9.38 0.93 7.69 0.89 13864 6 40524 0 28573 3 18587 6 54238 0 19905 6 0.5 6 0.6 7 0.6 3
42 IRSPSD International, Vol.4 No.3 (2016), 36-44 Note: Until te end of 2014, p = peron Table 2 Data of input and output indice for Jing-Jin-Ji aggloeration Higway network Mileage (k) Ite BJ TJ SJZ TS ZJK BD QHD LF CZ CD 21892 20000 18000 17000 20452 17100 8859 10645 12000 2483 Population (10 4 peron) 2152 1472 1050 771 435 1119 299 447 731 347 City area (k 2 ) 16411 11947 20235 13472 36000 22810 7812 6500 13419 39519 Higway population denity (k/10 4 peron) 10.17 13.59 17.14 22.06 47.06 15.28 29.65 23.82 16.42 7.15 Higway area denity 1.33 1.67 0.89 1.26 0.57 0.75 1.13 1.64 0.89 0.06 GDP 21331 15722 5100 6225 966 2050 930 2056 3133 881 Higway paenger tranportation capacity (10 4 peron) Higway cargo tranportation capacity (10 4 ton) 52354 42451 4076 12646 3050 12754 1883 2830 4153 2449 25416 36879 7394 49192 4602 30888 5533 13370 5360 7242 Urbanization rate 0.86 0.78 0.56 0.56 0.49 0.43 0.51 0.53 0.47 0.45 Average igway network denity per peron (k/10 4 peron) Higway network area denity (k/k 2 ) Population denity (10 4 peron /k 2 ) Average GDP per peron (100 illion yuan /10 4 peron) 10.17 13.59 17.14 22.06 47.06 15.28 29.65 23.82 16.42 7.15 1.33 1.67 0.89 1.26 0.57 0.75 1.13 1.64 0.89 0.06 0.13 0.12 0.05 0.06 0.01 0.05 0.04 0.07 0.05 0.01 9.91 10.68 4.86 8.08 2.22 1.83 3.11 4.60 4.29 2.54 Land average GDP 1.30 1.32 0.25 0.46 0.03 0.09 0.12 0.32 0.23 0.02 (GDP/k 2 ) Note1: BJ: Beijing, TJ: Tianjin, SJZ: Sijiazuang, TS: Tangan, ZJK: Zangjiakou, BD: Baoding, QHD: Qinuangdao, LF: Langfang, CZ: Cangzou, CD: Cengdu Note2: Until te end of 2014 3.2 Model coputing and analyi 3.2.1 Data pre-proceing and ot pot analyi Baed on te equation (6), Lingo oftware i ued for coputing. Baed on te efficiency of Beijing-Tianjin-Hebei, Yangtze River Delta and Pearl River Delta for te optial olution, tree group odel are etablied. Te final reult are own in Table 3. Te final reult are decribed a follow: and and are 0 for te urban aggloeration in te Yangtze River Delta region, o te DEA i effective. 1 and S 0 or S 0 for te urban aggloeration in Beijing-Tianjin-Hebei and Pearl River Delta region, o te DEA i weakly effective. Baed on te reult, te igway tranportation efficiency of te urban aggloeration in te Yangtze River Delta i axiized, followed by te Pearl River Delta. Te efficiency of Beijing- Tianjin-Hebei i inial. Te difference between te Yangtze River Delta and Pearl River Delta region i aller. Te data indicate tat te igway network area denity of te Beijing-Tianjin-Hebei region i ignificantly lower tan tat of te urban aggloeration in te Yangtze River Delta and Pearl River Delta region, and it population denity i alo ligtly le, o te igway network a certain contruction growt pace. S S 1
Li, Zao, & Yuan 43 Table 3 Total reult of tree urban aggloeration baed on AHP-DEA odel DMU Beijing-Tianjin-Hebei Yangtze River Delta Pearl River Delta P (1.0,0.0,0.0) (0.0,1.0,0.0) (0.0,0.0,1.0) (0.000,0.316,3.101,0.0 00) (0.000,0.000,0.000,0.000) (0.000,0.785,0.000,0.000) V U (0.000,0.000,0.000,0.0 00,25.316) (0.000,0.000,0.000,0.000, 0.000) (0.000,10.215,0.000,0.000,0.00) S (1.000,1.340,1.109) (0.518,1.000,0.880) (1.453,1.333,1.000) T (1.000,1.195,1.109) (0.343,1.000,0.367) (0.348,1.040,1.000) S ave 0.990 1.224 0.996 T ave 0.564 1.100 0.825 1.000 1.000 1.000 Siilarly, to analyze te igway tranportation and econoy data in te Beijing-Tianjin-Hebei region, te final coputed igway tranportation efficiencie are own in Table 4. Te coputing reult are decribed a follow: and or for te final igway tranportation efficiency of Beijing, Tianjin, Tangan, Baoding and Cengde, o te DEA i weakly effective for igway tranportation efficiency in Beijing, Tianjin, Tangan, Baoding and Cengde, but te production efficiency in tee citie i axiized copared to oter citie. Te ig tranportation invetent i effective and te igway tranportation efficiency a uge developent potential in te future. for te igway tranportation efficiency in Sijiazuang, Zangjiakou, Qinuangdao, Langfang and Cangzou. Copared to te firt-cla citie in Beijing-Tianjin-Hebei, te igway tranportation efficiency in tee citie can be furter iproved. 1 S 0 1 S 0 Table 4 Data of inner citie in Jing-Jin-Ji aggloeration baed on AHP-DEA odel V Average Higway Higway City Higway Higway Higway Land Population GDP paenger cargo Urbanization Rank network population area average denity per tranportation tranportation rate ileage denity denity GDP peron capacity capacity BJ 0.0000 0.00004.409171 0.0000 0.0000 0.0000 0.0001 0.0000 0.0000 1.0000 1 TJ 0.0000 0.0000 0.9791 146.2115 0.0000 6.9061 0.0000 0.0000 0.0000 1.0000 1 SJZ 0.0000 0.3253 0.0000 184.0479 1.2996 0.0000 0.0000 0.0000 0.0000 0.6312 4 TS 0.0000 0.1463 3.0076 0.0000 0.0000 0.0000 0.0000 0.0001 0.0000 1.0000 1 ZJK 0.0000 0.0000 0.0000 2000.0000 0.0000 0.0000 0.0010 0.0000 11.0472 0.9459 2 BD 0.0000 0.2329 4.7778 0.0000 0.0000 0.0000 0.0002 0.0003 0.0000 1.0000 1 QHD 0.0000 0.0000 0.0000 666.6667 0.0000 19.9296 0.0000 0.0000 6.9501 0.5085 6 LF 0.0016 0.0000 0.0000 0.0000 0.8543 6.6740 0.0000 0.0000 0.0000 0.6253 3 CZ 0.0000 0.3278 0.0000 185.4552 1.3096 0.0000 0.0000 0.0000 0.0000 0.5614 5 CD 0.0000 1.2153 0.0000 110.7177 0.0000 0.0000 0.0000 0.0000 32.0513 1.0000 1 Note1: BJ: Beijing, TJ: Tianjin, SJZ: Sijiazuang, TS: Tangan, ZJK: Zangjiakou, BD: Baoding, QHD: Qinuangdao, LF: Langfang, CZ: Cangzou, CD: Cengdu U 4. DISCUSSIONS AND CONCLUSIONS Ti paper analyze te weakne of te traditional DEA(C 2 R) odel, etablie an AHP-DEA odel, copute, and analyze and evaluate te igway tranportation efficiencie of te urban aggloeration in Beijing- Tianjin-Hebei, Yangtze River Delta and Pearl River Delta region. Te
44 IRSPSD International, Vol.4 No.3 (2016), 36-44 difference of te weigt indice are not conidered in te traditional DEA(C 2 R) odel. Te evaluation reult indicate tat te DEA odel i effective for te igway tranportation efficiency of te Yangtze River Delta and Pearl River Delta region and i weakly effective for te igway tranportation efficiency of te Beijing-Tianjin-Hebei region. Baed on te AHP-DEA odel, te coputing reult indicate tat te DEA i effective for urban aggloeration in te Yangtze River Delta region and i weakly effective for urban aggloeration in te Pearl River Delta and Beijing- Tianjin-Hebei region, o it i neceary to furter perfect te igway tranportation yte and increae igway tranportation developent in te Beijing-Tianjin-Hebei and Pearl River Delta region in future. Te igway tranportation efficiency of tree urban aggloeration are ranked a Yangtze River Delta region, Pearl River Delta region and Beijing-Tianjin-Hebei region by decending order. To analyze te citie in te Beijing-Tianjin-Hebei region, te DEA i weakly effective for te citie in te Beijing-Tianjin-Hebei region (Beijing, Tianjin, Tangan, Baoding and Cengde), o te developent potential i uge. It i neceary to furter perfect te igway tranportation yte and iprove te igway tranportation efficiency. Te igway tranportation efficiency of Sijiazuang, Zangjiakou, Qinuangdao, Langfang and Cangzou i le. Te igway tranportation efficiency i le tan 0.7, except in Zangjiakou. It indicate tat te invetent in te igway tranportation infratructure i inufficient; it i neceary to proptly iprove te igway tranportation facilitie and iprove igway tranportation efficiency. REFERENCES Ciu, Y.-H., Huang, C.-W., & Ting, C.-T. (2011). "Meauring te Repair Perforance for Stricken Cultivated Land and Agricultural Efficiency in Cina wit a Modified Two-Stage Dea Model". Aia-Pacific Journal of Operational Reearc, 28(5), 633-649. Correa, C. A. V. (2012). "Econoic Evaluation of Current Condition of Copetition and Efficiency of Autootive and Rail Syte in Colobia". Energy Policy, 46, 78-87. Jiang, C. (2009, May, 22-24). "A Model of Evaluating Tranportation Syte Efficiency Baed on Data Envelopent Analyi Approac". Paper preented at te Electronic Coerce and Security 2009, Nancang. Karlafti, M. G. (2004). "A Dea Approac for Evaluating te Efficiency and Effectivene of Urban Tranit Syte". European Journal of Operational Reearc, 152(2), 354-364. Wang, C.-X. (2004). "Quantitative Study of Tranportation' Contribution to National Econoy Growt". Cina Journal of Higway and Tranport, 1(7), 94-98. Wang, D., Li, H., Wang, J., & Ji, J. (2003). "Reearc and Application of Contribution Rate Calculation for Higway Tranportation Developent on National Econoic Growt". Cina Civil Engineering Journal, 36(7), 100-104. Wang, W., Wang, J., Wu, J., Wang, Q., & Liu, C. (2014). "Higway Traffic Efficiency Evaluation of Cang-Zu-Tan Urban Aggloeration Baed on a-prefer-dea Model". Journal of Beijing Univerity of Tecnology, 12(12), 1848-1854. Xiong, C., Ning, X., & Pan, Y. (2006). "Evaluation Coordinated Developent between Cinee Copreenive Tranportation Mode". Syte Engineering, 24(6), 1-7.