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- Publisher
- Hindawi Publishing Corporation
- ISSN
- 0197-6729
- eISSN
- 2042-3195
- DOI
- 10.1155/2023/3238777
- Publisher site
- See Article on Publisher Site
Abstract
Hindawi Journal of Advanced Transportation Volume 2023, Article ID 3238777, 15 pages https://doi.org/10.1155/2023/3238777 Research Article Measurement Method of Comprehensive Transportation Development Quality Based on Transportation Efficiency 1,2 1,2 3 3 Jiahao Zhan , Shengwen Yang , Xueyin Wang, and Ting Fan College of Mechanics and Transportation, Southwest Forestry University, Kunming 650224, China Key Laboratory of Environmental Protection and Safety of Motor Vehicles in Highland Mountainous Areas of Yunnan University, Southwest Forestry University, Kunming 650224, China Yunnan Provincial Department of Transport Road Network Monitoring and Emergency Command Center, Kunming 650000, China Correspondence should be addressed to Shengwen Yang; yangshengwen@swfu.edu.cn Received 10 October 2022; Revised 22 February 2023; Accepted 14 March 2023; Published 23 March 2023 Academic Editor: Jaeyoung Lee Copyright © 2023 Jiahao Zhan et al. Tis is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited. Transportation is the forerunner of economic and social development. Terefore, the high-quality development of comprehensive transportation is of great signifcance to ensure overall economic and social progress and the smooth implementation of major national strategies. Te essence of high-quality development in transportation is to realize the optimal allocation of transportation resources. Tis study handles two aspects. First, the factors that refect the quality of comprehensive transportation development are defned and analyzed, and an evaluation system is proposed to build China’s comprehensive transportation development quality with transportation efciency as the core is proposed, taking into account transportation infrastructure and transportation scale. Second, the static comprehensive evaluation value is calculated by the entropy weight method, and then the incentive control model is constructed by introducing incentive factors to achieve a dynamic comprehensive evaluation of comprehensive transportation development. Te research results not only propose new indicators but also evaluate diferent modes of transportation within the same dimension. Te results show that the quality of comprehensive transportation development in China is generally on the rise, but there are obvious regional diferences. Te proposed model is derived from evaluation cases in transportation-related felds and has not yet been applied in the transportation feld. It can help understand the development status of the industry and assist in policy formulation. conducive to the optimization of transportation resource 1. Introduction allocation. To achieve comprehensive development of the Promoting the high quality and high efciency development country, we must ensure the high-quality development of of an integrated transportation system, realizing the com- integrated transport in all regions. An integrated trans- plementary advantages of various modes of transportation, portation system is defned as a transport complex in which and improving the supporting role of an integrated trans- the various modes of transport are divided, organically portation system for social and economic development are integrated, connected, and reasonably laid out according to the key issues that need to be solved in China’s trans- their technical and economic characteristics, within the portation industry at present. A comprehensive and sys- scope of socialized transport and in a unifed transport tematic evaluation of the technical and economic process. From the perspective of resource allocation, its characteristics of the entire integrated transportation system high-quality development is to achieve a rational division of in a region is an indispensable means to promote its sci- labor and efective collaboration among various modes of entifc development. It is not only conducive to a more transport so that the transport capacity of the entire system reasonable layout of integrated transportation but also can be optimized to meet transport needs to the maximum 2 Journal of Advanced Transportation extent. Transport efciency is defned as the maximization of freight productivity of current and future freight systems proft at the minimum cost in the process of transport and to measure the efciency of freight networks [12] and proposes a method to determine the weights of the production, which corresponds to the purpose of optimal resource allocation. We conclude that the essence of high- Malmquist Productivity Index (MPI) in the context of quality transport development is the issue of efcient gov- double frontier Data Envelopment Analysis (DEA) measures ernance under the premise of ensuring safety. Terefore, it is freight efciency [13], introduces the SBM-undesirable necessary to measure comprehensive transportation and model to systematically analyze the time-series evolution quantify the quality of industry development. While con- of comprehensive transport efciency in China [14], and sidering the layout of transportation infrastructure and the proposes a DEA model and a Tobit regression model to scale of transportation, we should also focus on compre- measure the geographical comprehensive transport ef- hensive transportation efciency. ciency [15]. In addition, some literature has also addressed Tis study aims to propose a new perspective for the the measurement of road and rail transport efciency evaluation of transport development. Tis method uses [16–18] and summarized the research on civil aviation transport efciency [19]. Some literature has examined green microlevel indicators to defne macrolevel transport ef- ciency, taking into account transport infrastructure and travel and energy efciency in integrated transport. For volume scale, and combines a dynamic evaluation model example, the literature constructs a system model for energy based on entropy to achieve a dynamic evaluation of in- savings and emission reduction in the transport industry tegrated transport. Te specifc methods to determine it, through system dynamics and summarizes the technical including the index set and measurement model, and their paths that are most conducive to energy savings and practical application will be described in the following emission reduction [20], constructs a comprehensive eval- section. Te formulation of transportation policies should uation model for green transport suitable for mountainous fully consider the development of various transportation cities [21], and combines a superefciency relaxation-based measurement (Super-SBM) model and the Malmquist index means. Te methods proposed in this study can provide support for policy formulation. to assess the static and dynamic carbon emission efciency of the logistics industry [22]. Te relationship between transport and the economy has been studied in a number of 2. Literature Review papers, with the literature proposing an analytical approach China’s economic development has changed from high- to examine the impact of transport and the economy on speed growth to high-quality growth, and the transport short-line railways [23], constructing an evaluation system industry, as the “artery” of national economic growth, also to study the adaptation of regional transport to the economy needs to “improve quality and increase efciency”. In order [24], and constructing a model of international rail freight in to accurately judge the quality of integrated transport de- China and Europe through system dynamics to analyze the velopment, it is necessary to measure the quality of in- feedback relationship between rail freight and economic trade [25]. Several papers have assessed transport safety, tegrated transport development. A great deal of practical exploration has been carried out from diferent perspectives with the literature adding safety indicators as undesirable outputs of transport efciency DEA models, which can by relevant scholars with respect to the study of transport measurement. Some literature has elaborated on the con- refect more problems than conventional measurements [26]. Te literature assesses railway and maritime transport notation of high-quality development of comprehensive transport in China, based on the outline for the construction safety production and risk management [27–29], and the of a strong transportation country, and has analyzed in evaluation system of risk factors is constructed by means of depth the connotation of high-quality development of fault tree analysis to analyze the causes of accidents in urban transportation and the requirements of the times for high- rail transport [30]. quality development of transportation in the context of In the relevant research on the transportation evaluation China’s national conditions [1]. A number of studies have index, the construction of a measurement system based on transport prices combined with transport volumes cir- examined the level of comprehensive transport services. Some scholars have made improvements on the Transport cumvents the evaluation of transport efciency dimensions [3–5], and the indicators chosen focus on changes in scale, Services Output Index (TSI) [2] proposed by American scholars to study the production index of transport services which cannot accurately refect the quality of development. in China [3–5]. In addition to measuring transport services, Te commonly used transportation efciency evaluation scholars have also modelled and analyzed the reliability [6] mainly adopts input and output indicators [13, 15–19], but and service quality [7, 8] of transport services. A number of the acquisition of input indicators is not complete, and there papers have measured the development of integrated re- is an obvious lag between input and output in the feld of gional transport and analyzed the extent to which various transportation. It is difcult to directly and accurately refect modes of transport have an impact on integrated transport the current state of transportation efciency by using input [9]. A comprehensive evaluation model was further con- and output indicators to evaluate it. Because of changes and fuctuations that cannot be directly measured, descriptions structed for freight [10] and passengers [11]. Tere are a relatively large number of studies measuring transport of the nature of transportation efciency are not direct and accurate enough. Indicators for infrastructure and devel- efciency. For example, the literature proposes a “freight transport energy productivity” indicator to quantify the opment scale use rough absolute value data without Journal of Advanced Transportation 3 considering regional geography and population. Te eval- and quality of development of integrated transport. An uation of transport safety mainly focuses on the assessment integrated transport system is a complex system consisting of fve modes of transport road, railroad, water, civil avia- of safety risks of personnel, equipment, management, and environment [25–28], which mostly relies on artifcially tion, and pipeline, as well as the corresponding facilities, developed “severity levels,” resulting in relatively subjective scale, efciency, safety, and other infuencing factors. Te evaluation results and relatively few ofcial statistics pub- development of comprehensive transportation is a dynamic lished on transport. Terefore, this paper does not include process, and the core factors, such as economic and social transportation safety evaluation indicators when con- issues, transportation technology and demand characteris- structing the measurement system. Based on the above tics, are constantly changing. Terefore, the evaluation discussion and aiming at the essential characteristics of high- system should comprehensively and objectively refect the quality development of comprehensive transportation, this current state of comprehensive transportation development paper focuses on improving transportation efciency while as well as the associated scientifc trends and goals so that it taking into account the capacity and level of transportation can lead future development. Te high-quality development of integrated transportation is essentially intended to achieve services, that is, taking the infrastructure utilization ef- ciency index as the core. Ten, considering the infrastructure the efcient operation of various modes of transportation distribution and regional per capita transportation scale while ensuring safety. China’s latest transport development index, it constructs an evaluation index and value calculation plan states that “the goal of high-quality integrated transport model for the high-quality development level of compre- development is to provide a better network of facilities, more hensive transportation and analyses the insufcient devel- efcient transport services, more advanced technology and opment of comprehensive transportation in China. equipment, in addition to more reliable safety and security, more sustainable development models, and more complete governance capabilities,” and that “high-quality develop- 3. Materials and Methods ment emphasizes quality and efciency changes along with In order to scientifcally and accurately determine the quality scale growth.” We believe that this has certain reference signifcance. of comprehensive transportation development in a country or region, relevant factors afecting transportation devel- To achieve a measure of the level of quality development in integrated transport, it is necessary to frst consider the opment must frst be identifed. Subsequently, it is necessary to accurately select the indicators, including quantitative composition of the integrated transport sector. Compre- hensive transportation is composed of various modes of indicators, to characterize these factors. Ten, identify a comprehensive, universal, and applicable method to assess transportation, such as road, railroad, waterway, and civil aviation. Each mode of transportation has its own charac- the potential of a particular feld. Professional procedures and scientifc methods must be used in this process, and teristics and contributes diferently to the development of some of the methods in the papers [29–31] provide in- integrated transportation. Terefore, it is necessary to screen the evaluation indicators of each transport mode separately spiration. Subsequently, these methods will be applied to comprehensive transportation evaluation practice in China. to ensure the comprehensiveness of the evaluation of in- tegrated transport at the level of transport modes. It contains two parts: Second, it is necessary to determine the dimensions of (a) One part is to analyze the factors afecting the level of indicators that afect the quality development of integrated development and quality of development of in- transport, specifcally in terms of infrastructure, capacity tegrated transportation by controlling the essence of scale, transport efciency, safety assessment, and other integrated transportation and construct a set of dimensions. evaluation indicators for high-quality development, all details of which are shown in Section 3.1. (a) Infrastructure is a prerequisite for the development of transport behavior, and it determines the upper (b) Te other part is to quote the dynamic compre- limit of the level of transport development. Te hensive evaluation method, combining the entropy development of regional transport infrastructure value method with the two-way incentive model, determines the scale and quality of transport de- introducing the incentive factor on the basis of static velopment, while geographical conditions should comprehensive evaluation, constructing the in- also be taken into account. In evaluating the de- centive control model, and combining the time di- velopment of regional integrated transport in- mension to realize the dynamic evaluation of frastructure, it is necessary to take into account the regional comprehensive transportation develop- regional geographical area, which is subdivided into ment, all the details are shown in Section 3.2. road network density, railway network density, port berths, and airport service area coverage (100 km radius). Te larger the index value, the better the 3.1. Analysis and Description of Factors Infuencing the transportation development in the region. Comprehensive Transportation. To evaluate the level of (b) Te scale of transportation can intuitively refect the high-quality development of integrated transport, we must volume of comprehensive transport development, frst grasp the essence of high-quality development of in- but using the volume indicator cannot refect the tegrated transport and analyze the factors afecting the level 4 Journal of Advanced Transportation aviation, among which pipeline transportation is not con- quality of regional comprehensive transport devel- opment. Te number of residents as a population in sidered for the time being due to its special characteristics, as shown in Table 1. the region is also one of the important factors af- fecting the absolute value of trafc, so it is necessary to introduce the population factor in the scale di- 3.2. Entropy-Bidirectional Excitation Model. Te purpose of mension of trafc. When evaluating the develop- the multiindex comprehensive evaluation is to combine ment of a regional comprehensive transportation the information of multiple indicators that refect the volume scale, population factors should also be diferent attributes of the research object to obtain considered. Tis dimension is subdivided into four a comprehensive index, which refects the overall devel- modes of transport for per capita passenger and opment of the evaluated object [31]. Zhang [32] in- cargo trafc indicators. Te greater the per capita troduced the “implicit incentive” factor into the original volume, the better the transportation development “explicit incentive” model and constructed a dynamic, in the region. comprehensive evaluation method based on the dual in- (c) Transportation efciency is defned as obtaining centive model. Te expanded method can better describe maximum proft with minimum cost in the process and refect the dynamic development of the evaluated of transportation, and the improvement of efciency object in a period of time. Tis paper draws on the two-way helps optimize resource allocation, achieve lower incentive comprehensive evaluation method based on transportation costs, and improve the quality of entropy weight [31–33] and applies it to the study of high- development. In the evaluation of the development quality development measurement of the comprehensive of regional comprehensive transportation volume, transportation industry. Te entropy weighting method the passenger and cargo turnover of unit trans- enables an objective weighting of indicators based on the portation facilities is used to characterize the pas- information entropy of the indicator data. Te two-way senger and cargo turnover of highways and incentive model is an incentive control model that enables waterways. Due to the particularity of their man- comprehensive evaluation by introducing advantageous agement modes, railways, and civil aviation are and disadvantageous excitation factors and better refects characterized by passenger and cargo turnover, unit the development of the evaluated subject than a linear mileage turnover, and unit take-of and landing. Te weighting model. higher the unit turnover, the better the development Te calculation process of the model is divided into four of transportation efciency in the region. steps: (1) Normalization of the evaluation data. Te purpose of this step is to make the indicator data dimensionless. (2) (d) Te security dimension relies on artifcially de- Calculation of weighting scores by entropy. Te weighting veloped “severity levels” for evaluation, resulting in score is determined by calculating the entropy value of each relatively subjective evaluation results. Moreover, indicator. (3) Initial assessment. Te dimensionless index there are few indicators of transportation safety in values are linearly weighted to obtain an initial evaluation the ofcially published statistics, so this paper does value. (4) Two-way incentive comprehensive evaluation not include transportation safety evaluation in- model. Te initial evaluation value is used as an input to dicators when constructing the measurement calculate the advantageous and disadvantageous excitation system. factors and to achieve a comprehensive evaluation of the Te measurement of the quality of comprehensive study population. Te specifc calculation process is as transport development is considered from several aspects of follows. infrastructure construction, capacity scale, and transport Step 1: Normalization of the evaluation data. efciency. We focus not only on the absolute volume but also taking into account regional geographic and demographic First, the index data are standardized, and the indicator factors. In the construction of the evaluation system, due to value x is preprocessed to obtain x with the fol- ij ij the diferences between regions, the absolute quantity in- lowing equation: dicators cannot reliably refect the high-quality development of a comprehensive transportation industry among diferent x − m ij j x � , (j � 1, 2, · · · , m), (1) regions, so the area of regional administrative divisions and ij M − m j j the number of residents as a population are combined with the absolute quantity indicators of infrastructure and de- where M � max x , m � min x , and x is the j ij j ij ij velopment scale dimensions, respectively, to obtain the normalized value of the positive indicator. A non- relative evaluation indicators and build the index system. negative translation of the normalized results is then Based on this understanding, this study constructs performed. a system to measure the level of high-quality development of Step 2: Calculation of weighting scores by entropy. a comprehensive transportation industry, which is mainly based on transportation efciency and supplemented by Assuming that there are n years to be evaluated and m infrastructure and capacity scale. Te system includes four evaluation indicators, the matrix is constructed as follows: modes of transportation: road, railroad, waterway, and civil Journal of Advanced Transportation 5 Table 1: Measurement index system of comprehensive transportation development level. Target level Tier 1 indicators Tier 2 indicators Note Density of the road network Ratio of total road length to total area of the region Density of the railroad network Ratio of total railroad length to total area of the region Infrastructure Te number of loading and unloading vessels that the port can Number of berths in a port accommodate Airport service area coverage Ratio of airport service area to national land area Per capita road passenger trafc Ratio of road passenger trafc to resident population Per capita road freight volume Ratio of road freight trafc to resident population Per capita rail passenger trafc Ratio of railroad passenger trafc to resident population Per capita rail freight volume Ratio of rail freight trafc to resident population Scale of development Per capita waterway passenger trafc Ratio of waterway passenger trafc to resident population Per capita waterway freight volume Ratio of waterborne cargo trafc to resident population Comprehensive Per capita civil aviation passenger throughput Ratio of passenger throughput at civil airports to resident population transportation Ratio of cargo and mail throughput of civil airports to resident Per capita air cargo and mail throughput population Highway passenger transportation facility utilization Ratio of road passenger turnover to passenger capacity efciency Highway freight facility utilization efciency Ratio of road freight turnover to load capacity Railroad passenger facility utilization efciency Ratio of railroad passenger turnover to operating mileage Transportation Rail freight facility utilization efciency Ratio of railroad freight turnover to miles operated efciency Waterway passenger transport facility utilization Ratio of waterway passenger turnover to ship passenger capacity efciency Waterway freight facility utilization efciency Ratio of waterway freight turnover to ship’s capacity Civil aviation passenger facility utilization efciency Ratio of civil aviation passenger throughput to landings and take-ofs Civil aviation freight facility utilization efciency Ratio of civil air freight and mail throughput to landings and take-ofs 6 Journal of Advanced Transportation ′ ′ ′ Step 3: Initial assessment. · · · x x x 11 12 1m ⎡ ⎢ ⎤ ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ Based on the weights of the indicators calculated by the ⎢ ⎥ ⎢ ⎥ ⎢ ′ ′ ′ ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ · · · ⎥ ⎢ ⎥ ⎢ x x x ⎥ ′ ⎢ ⎥ ⎢ ⎥ ⎢ 21 22 2m ⎥ ⎢ ⎥ entropy weighting method, the initial comprehensive ⎢ ⎥ X � ⎢ ⎥, (2) ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ ⋮⋮ ⋱ ⋮ ⎥ evaluation values of all evaluated regions at time t are ⎢ ⎥ ⎢ ⎥ T ⎢ ⎥ ⎢ ⎥ ⎣ ⎦ ′ calculated. ′ ′ · · · x x x nm n1 n2 y t � α X . (5) j T j ij where x is the indicator value. Te data of 20 in- ij dicators from 2000 to 2019 are used to fnd the weights, Step 4: Two-way incentive, comprehensive evaluation i.e., n � 20 and m � 20. method. Based on the normalization matrix X , the information Te evaluation matrix is constructed using the initial entropy E of each indicator is calculated, and the evaluation values formula is as follows: y t y t y t 1 1 1 2 1 T ⎢ ⎥ ⎡ ⎢ · · · ⎤ ⎥ ⎢ ⎥ ⎢ ⎥ − 1 ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ E � P ln P , ⎢ y t y t y t ⎥ ⎢ ⎥ ⎢ 2 1 2 2 2 T ⎥ j ij ij ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ ln(n) Y � ⎢ ⎥. (6) ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ i�1 ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ ⋮⋮ ⋱ ⋮ ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ ⎥ (3) ⎣ ⎦ ij y t y t · · · y t n 1 n 2 n T P � , (i � 1, 2, · · · , n, j � 1, 2, · · · , m). ij n z ij i�1 max Te average maximum gain η , average minimum min gain η , and average gain η are calculated, and the Te information entropy E obtained from equation (3) formulae are as follows: is used to calculate the weight α of each indicator, and the formula is as follows: 1 − E α � , (j � 1, 2, · · · , m). (4) 1 − E j�1 T− 1 ⎧ ⎪ ⎪ max ⎝ ⎠ ⎪ ⎛ ⎞ η � max y t − y t , i k+1 i k ⎪ T − 1 k�1 T− 1 min ⎝ ⎠ ⎛ ⎞ (7) η � min y t − y t , i k+1 i k T − 1 ⎪ k�1 n T− 1 ⎪ 1 η � y t − y t . ⎩ i k+1 i k n(T − 1) i�1 k�1 + − + Te merit gain levels η and η of the evaluation results By using the optimal excitation quantity y (t ) minus i k are then calculated the preliminary comprehensive evaluation value y (t ), i k the optimal gain quantity v (t ) is obtained, while the + max + η � η + η − η k , ⎧ ⎨ inferior gain quantity v (t ) remains the same. Tis i k (8) ⎩ − min − η � η − ( η − η k , result can be obtained by using the preliminary com- prehensive evaluation value y (t ) minus the inferior i k + − excitation quantity y (t ). Te calculation formula is as where k , k ∈ (0, 1) represent the foating coefcient of k follows: the advantageous and disadvantageous gains, re- + − spectively. In this study, k � k � 0.5. + + ⎧ ⎨ y t − y t , y t > y t , k i k k i k + i i v t � (10) Trough the advantageous and disadvantageous gain k i ⎩ 0, others, + − levels η andη , the advantageous and disadvantageous + − excitation values y (t ) and y (t ) are calculated k k − − i i y t − y t , y t > y t , − i k i k i k i k + + v t � (11) ⎧ ⎨ y t � η + y t i k i k i k− 1 0, others. , (k � 2, 3, . . . , T). (9) ⎩ − − y t � y t + η k i k− 1 + − When k is 1, v (t ) � v (t ) � 0. i 1 i 1 Journal of Advanced Transportation 7 According to the obtained advantageous and disad- in turn led to a lower overall assessed value. Te evaluation + − vantageous gains v (t ) and v (t ), the superior and index of the high-quality development level of integrated i k i k + − transportation increased from 0.141 in 2000 to 0.224 in 2019, inferior excitation factors q and q , respectively, are calculated as follows: indicating that the integrated transportation industry de- veloped rapidly from 2000 to 2019, especially from 2004 n T ⎧ ⎪ + + r� q v t ⎪ to 2012. i k − + − + i�1 k�1 v t q + q � 1, r∈ R , (12) In order to test the accuracy of the dynamic evaluation ⎪ n i − T ⎩ q k�1 index system, Spearman’s correlation analysis was con- i�1 ducted between the evaluation value results and Chinese + Gross Domestic Product (GDP), and the correlation be- where r(r∈ R ) represents the proportional relation- tween them was obtained as shown in Table 2. Te Spearman ship between the superior and inferior incentive values; correlation coefcient between the national comprehensive in this paper, r � 1. transportation development evaluation value and GDP is According to the abovementioned calculation results, 0.830, and the p-value is less than 1%, indicating that the the two-way incentive comprehensive evaluation value relationship between the two is signifcantly one of strong of the comprehensive transportation high-quality de- correlation. velopment level of region i in year t is calculated as Te change trend of the evaluation value in the graph follows: indicates that the values of the three dimensions of in- + + − − frastructure, development scale, and transportation ef- z t � q v t + y t − q v t . (13) i k i k i k i k ciency all increased, but the change range difered among the three dimensions. Te growth rate of the value of the de- velopment scale dimension was relatively large, the growth 4. Results and Discussion trend of the value of the development level of the in- frastructure dimension tended to be stable, and the value of According to the above evaluation system and calculation the transportation efciency dimension generally showed model, the high-quality development levels of compre- a trend of frst increasing and then decreasing. Since most of hensive transportation in the three major regions of East, the evaluation systems used relative indicators, the obtained Central, and West China and in each province are measured. national comprehensive transportation development eval- According to these values, a comparative analysis of China’s uation value can be considered the national average. Te comprehensive transportation development is obtained. results showed that the scale of national comprehensive transportation was expanding daily and infrastructure 4.1. National Comprehensive Transportation Level. Based on construction was gradually improving. However, the dif- data from the China Statistical Yearbook, the high-quality ference between the eastern and western regions may have been too large. Transportation efciency has decreased in development of China’s comprehensive transportation and the development level of its infrastructure, scale, and recent years, and there is still much room for improvement. transportation efciency are evaluated, as shown in Figure 1. Te evaluation results indicated that from 2000 to 2019, 4.2. Comprehensive Transportation Level for the Tree Regions. the evaluation index of the high-quality development of China’s comprehensive transportation and the two- According to the geographical division of the eastern, dimensional development level of infrastructure and de- central, and western regions, the high-quality development velopment scale showed a gradual upward trend. Te de- level of comprehensive transportation in the three regions is velopment level of infrastructure gradually slowed, the evaluated and analyzed. Te results are shown in Table 3. development level of the development scale dimension Table 3 shows obvious diferences in the high-quality rapidly increased, and the development level of the trans- development level of comprehensive transportation in the eastern, central, and western regions. Te development portation efciency dimension frst increased and then decreased. Among them, the infrastructure dimension rating trend of comprehensive transportation in the three regions and the country as a whole is basically the same, but the level value still maintained its growth trend, indicating that China’s transport infrastructure development was still of development is quite diferent: the quality of compre- steadily progressing. Te overall value of integrated trans- hensive transportation development in the eastern region is port and the scale of development and transport efciency signifcantly higher than the national level, and the level of dimensions decreased in 2013. Te data collection on the comprehensive transportation development in the central indicators led to the conclusion that there were two possible region is basically the same as the national level from 2000 to reasons for the decrease in the overall assessed value. One 2006 and slightly higher than the national level from 2007 to possible reason for this was a reduction in the transport 2019. Tere is still a large gap between the level of com- volume indicator data due to lower market demand, which prehensive transportation development in the western re- gion and the country as a whole, as shown in Figure 2(a). Te in turn led to a lower overall assessed value. Another possible reason was the lower value of the indicator in the revised evaluation value of the infrastructure dimension of com- prehensive transportation in the eastern, central, and road and waterway trafc statistics in the 2013 China Transport Sector Economic Statistics Special Survey, which western regions increased steadily. Since 2005, the gap 8 Journal of Advanced Transportation 0.4 0.3 0.2 0.1 0.0 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 Year Transportation Infrastructure Transportation Efficiency Scale of Transportation Comprehensive Transportation Index Figure 1: Chinese comprehensive transport level, 2000–2019. Table 2: National integrated transport development assessment value and GDP correlation coefcient. Integrated transport development Chinese gross domestic Correlation coefcients assessment value product ∗∗∗ ∗∗∗ Integrated transport development assessment value 1.000 (0.000 ) 0.830 (0.000 ) ∗∗∗ ∗∗∗ Chinese gross domestic product 0.830 (0.000 ) 1.000 (0.000 ) ∗∗∗ ∗∗ ∗ Note. , , and represent signifcance levels of 1%, 5%, and 10%, respectively. in Figure 2(b). Te dimension of the development scale fell Table 3: Evaluation results of the comprehensive transportation slightly in 2013 due to the change in statistical caliber, but the development level in three regions of China. growth trend remained unchanged. Te trend of these two Region/Years Eastern Central Western dimensions in the three regions was basically the same as the 2000 0.185 0.140 0.108 trend at the national level, as shown in Figure 2(c). Te 2002 0.181 0.144 0.105 evaluation value of the transportation efciency dimension 2004 0.190 0.157 0.105 for the whole country, the eastern region, the western region, 2006 0.223 0.186 0.126 and the central region showed a fuctuating growth trend 2008 0.256 0.231 0.159 from 2000 to 2012 but a fuctuating downward trend from 2010 0.282 0.245 0.171 2012 to 2019, as shown in Figure 2(d). 2012 0.296 0.267 0.193 Te development trend of the four modes of trans- 2014 0.268 0.255 0.170 portation (highway, railway, waterway, and civil aviation) in 2015 0.266 0.253 0.169 the whole country and the three major regions is basically 2016 0.266 0.247 0.174 the same, showing an increasing trend, as shown in 2017 0.277 0.257 0.181 2018 0.283 0.262 0.189 Figures 3(a)–3(d). Te quality of transport development of 2019 0.285 0.260 0.187 all four modes of transport is at a high level in the eastern region, while the level of development of road and rail Note. Due to space limitations, the ratings of only even-numbered years are shown prior to 2014. transport is higher in the central region than in the eastern and western regions, and the level of development of all four modes of transport is at a low level in the western region. between the infrastructure development levels in the eastern As shown in Figures 3(a)–3(d), the overall fuctuations of and central regions has gradually decreased, with both being the rail, waterway, and civil aviation indices are relatively higher than the national average, while the infrastructure stable, with only road transport showing a signifcantly development level in the western region is still at a lower higher index from 2008 to 2012 than in other years and level compared to the eastern and central regions, as shown a decreasing trend after 2013. Te road transport index was Value Journal of Advanced Transportation 9 0.40 0.40 0.35 0.35 0.30 0.30 0.25 0.25 0.20 0.20 0.15 0.15 0.10 0.10 0.05 0.05 0.00 0.00 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 Mainland China Central China Mainland China Central China Eastern China Western China Eastern China Western China (a) (b) 0.40 0.40 0.35 0.35 0.30 0.30 0.25 0.25 0.20 0.20 0.15 0.15 0.10 0.10 0.05 0.05 0.00 0.00 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 Mainland China Central China Mainland China Central China Eastern China Western China Eastern China Western China (c) (d) Figure 2: Changes in the comprehensive evaluation value of the three dimensions for the whole country and the eastern, central, and western regions. (a) A comprehensive transportation index. (b) Transportation infrastructure. (c) Scale of transportation. (d) Transportation efciency. signifcantly higher in 2008–2012 than in other years as by private car when choosing road travel methods, so the a result of statistical calibrations. Te passenger data for road amount of road passenger trafc is lower than the actual transport during this period includes some buses and taxis amount of travel. Tis, coupled with the gradual shift of some long-distance freight towards lower-cost and safer rail but excludes this component for the remaining years. Te data on road freight includes the volume of agricultural and waterway transport, has led to a signifcant decline in the vehicles on the road, while the remaining years include only road compared to other transport indices. Tis indicates that goods vehicles. Tis resulted in both the scale of trans- public demand for operational road transport (especially portation and the transport efciency of road transport passenger transport) has tended to decrease in recent years being higher in 2008–2012 than in other years. Although the as the economy has developed. Te specifc changes are index is high for 2008–2012, using 2008 and 2012 as shown in the graph. breakpoints in time, an increasing trend in the road As shown in Figures 2(a)–2(d) and 3(a)–3(d), the scale of transport index is found for both in 2000–2012. Te de- development, transport efciency and the overall assessed creasing trend in the road transport index after 2013 is due to value of road transport all decreased to varying degrees in the specifcity of road transport compared to other modes of 2013. In contrast, the composite infrastructure assessment value did not fuctuate, and when combined with the transport. Road transport comprises both operational and non-operational components, and the statistics do not in- evaluation indicators, it can be concluded that the main clude data on nonoperational passenger and freight trans- reason for the decrease in China’s composite transport port. With the development of the economy and other development index in 2013 (discussed in Section 4.1) was the modes of transport, residents will be more inclined to travel decrease in road transport volume. Value Value Value Value 10 Journal of Advanced Transportation 0.45 0.45 0.40 0.40 0.35 0.35 0.30 0.30 0.25 0.25 0.20 0.20 0.15 0.15 0.10 0.10 0.05 0.05 0.00 0.00 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 Comprehensive Fairway Comprehensive Fairway Highway Civil Aviation Highway Civil Aviation Railway Railway (a) (b) 0.45 0.45 0.40 0.40 0.35 0.35 0.30 0.30 0.25 0.25 0.20 0.20 0.15 0.15 0.10 0.10 0.05 0.05 0.00 0.00 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 Comprehensive Fairway Comprehensive Fairway Highway Civil Aviation Highway Civil Aviation Railway Railway (c) (d) Figure 3: Evaluative value changes in the four modes of transport in the nation as a whole and in the eastern, central, and western regions. (a) Mainland China. (b) Eastern China. (c) Central China. (d) Western China. 4.3. Provincial Comprehensive Transportation Level. trend. From 2000 to 2005, the growth rate of the high-quality development level of integrated transportation was highest Based on the transportation statistics of each province from the National Bureau of Statistics, China Transportation in the eastern provinces, followed by the central and western Yearbook, Provincial Statistical Yearbook, and Statistical provinces. However, after 2006, growth was more rapid in Bulletin, this paper further evaluates the high-quality de- most western provinces than in the eastern and central velopment level of comprehensive transportation in 31 provinces, and the growth rate in the eastern provinces provinces (excluding Hong Kong, Macao, and Taiwan) of slowed. On the whole, the high-quality development level of China from 2000 to 2019. Te results are shown in Table 4. comprehensive transportation has the problem of “un- Te evaluation results indicate that the comprehensive balanced regional development”. Comprehensive trans- transportation development level of each province is quite portation development in the eastern provinces is at a high diferent. Te comprehensive evaluation index is lower than level, but the growth rate has slowed. Comprehensive the national level in more than 1/3 of the provinces. Te transportation development level in the central and western provinces is lower than that in the eastern provinces, but the comprehensive evaluation index of most eastern provinces is higher than the national level. Te provinces with a com- growth rate increased each year. prehensive evaluation value higher than the national level in To explore the regional diferences among the 31 the central region increased each year. Te comprehensive provinces, fuzzy cluster analysis was conducted on the index evaluation index of the vast majority of western provinces is results of the level of quality development of integrated lower than the national level but has maintained a growth transport in each province in 2019. According to the relative Value Value Value Value Journal of Advanced Transportation 11 Table 4: Te level of quality development in integrated transport varies by province. Province 2000 2002 2004 2006 2008 2010 2012 2014 2015 2016 2017 2018 2019 Beijing 0.277 0.279 0.313 0.312 0.398 0.419 0.436 0.394 0.392 0.388 0.398 0.410 0.429 Tianjin 0.222 0.234 0.266 0.282 0.311 0.345 0.351 0.310 0.309 0.319 0.335 0.343 0.355 Hebei 0.138 0.152 0.144 0.170 0.178 0.207 0.233 0.220 0.218 0.209 0.222 0.223 0.223 Henan 0.136 0.126 0.132 0.162 0.213 0.231 0.252 0.215 0.213 0.214 0.227 0.236 0.234 Shandong 0.153 0.158 0.166 0.207 0.268 0.295 0.298 0.231 0.230 0.234 0.245 0.254 0.255 Shanxi 0.131 0.134 0.148 0.177 0.187 0.187 0.205 0.206 0.204 0.203 0.215 0.226 0.227 Liaoning 0.201 0.196 0.213 0.221 0.259 0.282 0.289 0.287 0.282 0.273 0.280 0.278 0.274 Jilin 0.105 0.097 0.103 0.116 0.158 0.176 0.191 0.166 0.164 0.169 0.176 0.178 0.179 Heilongjiang 0.113 0.110 0.119 0.142 0.146 0.147 0.155 0.148 0.146 0.147 0.147 0.146 0.147 Jiangsu 0.172 0.169 0.159 0.213 0.221 0.240 0.255 0.246 0.245 0.246 0.257 0.259 0.270 Shanghai 0.297 0.315 0.354 0.386 0.395 0.424 0.423 0.439 0.450 0.460 0.486 0.506 0.515 Zhejiang 0.197 0.187 0.208 0.254 0.288 0.292 0.305 0.275 0.278 0.290 0.302 0.310 0.322 Fujian 0.166 0.143 0.156 0.166 0.182 0.196 0.220 0.228 0.228 0.238 0.247 0.251 0.249 Anhui 0.132 0.138 0.144 0.164 0.262 0.281 0.313 0.309 0.307 0.267 0.268 0.271 0.269 Jiangxi 0.130 0.133 0.146 0.161 0.242 0.240 0.247 0.228 0.226 0.227 0.234 0.238 0.237 Hubei 0.140 0.134 0.144 0.164 0.197 0.207 0.235 0.236 0.244 0.250 0.265 0.275 0.273 Hunan 0.143 0.151 0.170 0.198 0.222 0.244 0.262 0.250 0.248 0.244 0.259 0.258 0.251 Guangdong 0.188 0.173 0.190 0.205 0.247 0.277 0.313 0.268 0.266 0.269 0.282 0.294 0.292 Guangxi 0.118 0.119 0.122 0.139 0.171 0.187 0.213 0.175 0.173 0.178 0.192 0.211 0.210 Hainan 0.151 0.166 0.181 0.233 0.259 0.289 0.308 0.261 0.264 0.285 0.296 0.302 0.300 Ningxia 0.087 0.088 0.090 0.106 0.178 0.196 0.209 0.180 0.186 0.190 0.188 0.183 0.178 Gansu 0.085 0.084 0.090 0.112 0.163 0.172 0.206 0.176 0.171 0.175 0.182 0.192 0.190 Shaanxi 0.113 0.113 0.126 0.145 0.208 0.219 0.248 0.238 0.237 0.237 0.247 0.257 0.256 Sichuan 0.115 0.120 0.130 0.149 0.176 0.178 0.199 0.164 0.165 0.165 0.164 0.167 0.165 Chongqing 0.141 0.133 0.127 0.165 0.229 0.252 0.278 0.243 0.248 0.254 0.267 0.279 0.281 Guizhou 0.098 0.099 0.109 0.144 0.162 0.188 0.213 0.222 0.221 0.226 0.246 0.258 0.256 Yunnan 0.094 0.099 0.112 0.126 0.132 0.137 0.149 0.157 0.163 0.166 0.171 0.178 0.176 Inner Mongolia 0.090 0.088 0.091 0.117 0.150 0.186 0.217 0.190 0.190 0.200 0.214 0.227 0.225 Xinjiang 0.091 0.087 0.089 0.104 0.128 0.121 0.135 0.135 0.129 0.132 0.135 0.141 0.139 Qinghai 0.053 0.049 0.059 0.071 0.117 0.130 0.145 0.124 0.133 0.138 0.147 0.152 0.151 Tibet 0.059 0.058 0.053 0.052 0.077 0.085 0.067 0.074 0.074 0.076 0.081 0.090 0.092 Note. Due to space limitations, the ratings of only even-numbered years are shown prior to 2014. Table 5: Te distribution of the high-quality development level of integrated transport in each province. Types/ Eastern region Central region Western region Region I Beijing, Shanghai — — Tianjin, Guangdong, Zhejiang, and II — Hainan III Shandong, Jiangsu, Fujian, and Liaoning Hubei, Hunan, and Anhui Shaanxi, Chongqing, and Guizhou Shanxi, Jiangxi, and IV Hebei Guangxi, Inner Mongolia Henan Ningxia, Gansu, Sichuan, Yunnan, Xinjiang, and V — Jilin, Heilongjiang Qinghai VI — — Tibet size of the index results, the 31 provinces were divided into the types III, IV, V, and VI ranges. As of 2019, eight of the six categories, from highest to lowest: I, II, III, IV, V, and VI. top 10 provinces in terms of high-quality development level Te six types were also divided into eastern, central, and of comprehensive transportation are located in the eastern western regions according to the geographical distribution region. Shanghai and Beijing have higher values for the characteristics of each province, as shown in Table 5. quality of integrated transport development due to their Te evaluation results showed great diferences in the smaller administrative areas and correspondingly higher evaluation value of the comprehensive transportation de- economic levels and population densities. Tibet and other velopment quality of each province. Te development parts of the western region are afected by geographical quality values of the eastern provinces are concentrated in conditions, population size, and other factors; thus, the the types I, II, and III ranges; the values of the central development quality evaluation value is lower. Te evalu- provinces are concentrated in the types III, IV, and V ranges; ation values of the infrastructure dimension for Shanghai, and the values of the western provinces are concentrated in Beijing, and Tianjin are far ahead of the other provinces, and 12 Journal of Advanced Transportation 0 335 670 1,340 Miles 0 335 670 1,340 Miles ± ± 0.000000 - 0.092244 0.221873 - 0.266406 0.000000 - 0.092244 0.221873 - 0.266406 0.092245 - 0.133366 0.266407 - 0.309121 0.092245 - 0.133366 0.266407 - 0.309121 0.133367 - 0.171822 0.309122 - 0.355272 0.133367 - 0.171822 0.309122 - 0.355272 0.171823 - 0.221872 0.355273 - 0.514829 0.171823 - 0.221872 0.355273 - 0.514829 (a) (b) 0 335 670 1,340 Miles 0 335 670 1,340 Miles 0.000000 - 0.092244 0.221873 - 0.266406 0.000000 - 0.092244 0.221873 - 0.266406 0.092245 - 0.133366 0.266407 - 0.309121 0.092245 - 0.133366 0.266407 - 0.309121 0.133367 - 0.171822 0.309122 - 0.355272 0.133367 - 0.171822 0.309122 - 0.355272 0.171823 - 0.221872 0.355273 - 0.514829 0.171823 - 0.221872 0.355273 - 0.514829 (c) (d) 0 335 670 1,340 Miles 0 335 670 1,340 Miles ± ± 0.000000 - 0.092244 0.221873 - 0.266406 0.000000 - 0.092244 0.221873 - 0.266406 0.092245 - 0.133366 0.266407 - 0.309121 0.092245 - 0.133366 0.266407 - 0.309121 0.133367 - 0.171822 0.309122 - 0.355272 0.133367 - 0.171822 0.309122 - 0.355272 0.171823 - 0.221872 0.355273 - 0.514829 0.171823 - 0.221872 0.355273 - 0.514829 (e) (f) Figure 4: Distribution of the evaluation index of the level of high-quality development of comprehensive transportation by province in diferent years. (a) 2000. (b) 2005. (c) 2010. (d) 2015. (e) 2017. (f) 2019. Journal of Advanced Transportation 13 the central region is similar to the overall level in the country, the evaluation values of eastern coastal provinces, such as Jiangsu and Shandong, follow closely. Te construction of and in the western region, it is relatively backwards. Based on the above conclusions, we can obtain the following insights: transportation infrastructure in western provinces, such as Qinghai and Tibet, needs to be improved. Te gap in in- in the three evaluation dimensions of integrated transport, frastructure construction among provinces is large, resulting the average growth of China’s transport infrastructure in a low level of national infrastructure. Te provincial construction tends to be stable, but interregional develop- distribution of the evaluation results in the volume scale ment is not balanced, and the western region in particular dimension is basically similar to that in the infrastructure needs to strengthen transport infrastructure construction. dimension, but the growth rate is faster; in the evaluation Te scale of development has increased annually, and results of the transport efciency dimension, the transport transportation efciency has shown a trend of frst increasing efciency of more than half of the provinces in the eastern, and then decreasing. It is necessary to pay attention to improvements in transportation infrastructure coverage and, central, and western regions shows a downward trend in recent years. Te distribution of the evaluation value of the at the same time, to steadily promote infrastructure con- struction according to the growth of transportation demand. high-quality development level of comprehensive trans- portation indicates that the high-quality development level Ensuring the stable improvement of the transportation ef- of comprehensive transportation in each province is in- fciency of various modes of transportation is an important creasing annually, as shown in Figures 4(a)–4(f). way to achieve steady improvement in the quality of com- prehensive transportation development. Te perspective of transportation efciency at the mi- 5. Conclusion and Future Research croscale, along with the evaluation value set constructed by Tis study discusses a dynamic integrated evaluation model the relative development of infrastructure and trans- and new efciency evaluation indices to evaluate the quality portation scale, Te entropy method and two-way incentive model are used to dynamically evaluate the high-quality of regional integrated transport development. Te frst part of this paper analyses the existing research content, discusses development level of China ’s comprehensive trans- portation. Te evaluation system constructed by the research the problems existing in the current transportation evalu- ation, and proposes an evaluation index set containing new is simple, with the measurement results being more accurate, and it has good universality. It can be used to evaluate the indicators and the measurement model from the essence of the integrated transportation system. Tis system takes the quality of regional comprehensive transportation develop- micro-level transportation efciency index as the core, and ment so as to guide the future development of the trans- combines the transportation infrastructure, the trans- portation industry. portation volume scale, and the regional geographical Tere are still many shortcomings in the evaluation and population factors to form a set of reasonable evaluation measurement model of the high-quality development level index sets. Tis system uses the entropy method combined of comprehensive transportation constructed in this paper. In terms of the underlying indicators, the water transport with a two-way incentive comprehensive evaluation method. Using China as an example, a comprehensive evaluation infrastructure cannot be combined with regional geo- graphical area factors. Te content of the highway trafc index of the quality development of integrated transport is measured, and the spatiotemporal evolution of integrated index data includes operational index data with a change in transport development in 31 provinces of China is studied statistical calibration but does not include data on private and analyzed. Te main purpose of this study is to put transportation. Additionally, because the safety production forward a dynamic comprehensive evaluation method based dimension indicators are relatively subjective, such as po- on the micro level for the measurement of regional in- tential safety risks and accident response capabilities, and tegrated transport development quality. because it is difcult to obtain data for the low-carbon green Te evaluation results indicate that China’s compre- dimension indicators for the earlier period, the safety hensive transportation system is in a steady development production and low-carbon green dimensions are not in- cluded. Te dimension of transportation efciency is stage, and the scale of development scale is increasing an- nually. However, there are still obvious regional diferences characterized only by the utilization of transportation in- frastructure, and the connotations need to be enriched. in the construction of transportation infrastructure. Trans- portation efciency, especially the utilization efciency of transportation infrastructure, fuctuates greatly. In recent Data Availability years, there has been a downward trend in efciency, and there is still room for improvement. Tere is a clear im- Te data that support the fndings of this study are taken balance in development between regions and provinces. Te from the China National Bureau of Statistics website. Details high-quality development level of comprehensive trans- about the data within this article are available at (https:// portation in the eastern, central, and western regions shows data.stats.gov.cn/easyquery.htm?cn=E0103). a clear ladder-like distribution. Te eastern, central, and western regions are decreasing in a gradual, stepwise manner, Conflicts of Interest with the high-quality development level of comprehensive transportation in the eastern region being in a leading po- Te authors declare that they have no conficts of interest sition. 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Journal of Advanced Transportation – Hindawi Publishing Corporation
Published: Mar 23, 2023