This study aims to explain transit-induced commercial gentrification by quantifying the impact of opening a new metro on the closure of nearby businesses. We conducted survival analysis and Kernel Density Estimation comparing closure differences between existing and new businesses around the new metro line, focusing on periods before and after the opening. Furthermore, to identify regional heterogeneity in transit-induced commercial gentrification, we conducted a comparative analysis by dividing regions based on socioeconomic characteristics. The analysis results show that transit-induced commercial gentrification occurred around new metro stations located in areas undergoing development and socioeconomic growth and differed by land use. In particular, rapid demographic changes, an increase in commercial land price, and an increase in the overall number of businesses were observed around metro stations where commercial gentrification occurred. The framework proposed in this study is expected to be applicable to other regions and contribute to advancing the understanding of transit-induced commercial gentrification.

Road freight modeling was conducted to project freight flow and greenhouse gas (GHG) emissions in 16 administrative regions of South Korea through 2050. Origin-destination matrices were constructed using a gravity model for each region. The modeling covered seven product categories for both inter-regional and intra-regional freight transportation and was validated using 2017 data. The total future freight flow is projected to increase from 1399 million tons in 2019 to 1701 million tons by 2035. However, after peaking in 2035, it is expected to decline to 1618 million tons by 2050, indicating that population decline will impact product demand, causing a reduction in freight flow despite continued economic growth. GHG emissions are projected to slightly decrease from 19.0 million kgCO 2 eq. in 2025 to 18.6 million kgCO 2 eq. in 2035, followed by a steeper reduction to 15.5 million kgCO 2 eq. by 2050. This decline is attributed to both population decrease and long-term reductions in emission factors. Changes in freight flow between 2019 and 2050 are expected to be more pronounced within five regions in the capital and extended capital areas, which will account for approximately 50.3 % of the total freight flow due to population concentration. As a result, these five regions contribute 26.5 % of the total GHG reduction potential. The minimum economic growth rates required to maintain the same freight volume as in 2035 are estimated at 5 % for 2040, 13 % for 2045, and 26 % for 2050.

The Korean government has announced plans to supply electrified buses to achieve decarbonization in the transportation sector and to create next-generation growth engines. Although a multitude of technical and political studies have been conducted to support the successful introduction of electrified buses, studies on the attitudes and perceptions of passengers toward electrified buses remain insufficient. To evaluate the perceptions and preferences of potential passengers toward the specific attributes of electrified buses, this study performed an online survey (N = 586) that includes people who had experienced travel on public buses. Values of the relative importance of eight different attributes—safety, ride comfort, environmental friendliness, exterior design, cleanliness, crowding, seat comfort, and convenience getting on/off—were evaluated using the best-worst scaling method. The results showed that safety (share of preference: 41.3%) was the most important attribute when using electrified buses. This was followed by eco-friendliness (14.3%) and ride comfort (13.6%). On the other hand, the least important attribute was exterior design (1.8%). Gender differences were also observed in the valuation of certain attributes among the passenger preferences toward electrified buses. The results of this study contribute to the development of strategies for the wide-spread adoption of electrified buses and provide a stepping-stone to a more sustainable public transportation system.

This study aims to explain transit-induced commercial gentrification by quantifying the impact of opening a new metro on the closure of nearby businesses. We conducted survival analysis and Kernel Density Estimation comparing closure differences between existing and new businesses around the new metro line, focusing on periods before and after the opening. Furthermore, to identify regional heterogeneity in transit-induced commercial gentrification, we conducted a comparative analysis by dividing regions based on socioeconomic characteristics. The analysis results show that transit-induced commercial gentrification occurred around new metro stations located in areas undergoing development and socioeconomic growth and differed by land use. In particular, rapid demographic changes, an increase in commercial land price, and an increase in the overall number of businesses were observed around metro stations where commercial gentrification occurred. The framework proposed in this study is expected to be applicable to other regions and contribute to advancing the understanding of transit-induced commercial gentrification.

Road freight modeling was conducted to project freight flow and greenhouse gas (GHG) emissions in 16 administrative regions of South Korea through 2050. Origin-destination matrices were constructed using a gravity model for each region. The modeling covered seven product categories for both inter-regional and intra-regional freight transportation and was validated using 2017 data. The total future freight flow is projected to increase from 1399 million tons in 2019 to 1701 million tons by 2035. However, after peaking in 2035, it is expected to decline to 1618 million tons by 2050, indicating that population decline will impact product demand, causing a reduction in freight flow despite continued economic growth. GHG emissions are projected to slightly decrease from 19.0 million kgCO 2 eq. in 2025 to 18.6 million kgCO 2 eq. in 2035, followed by a steeper reduction to 15.5 million kgCO 2 eq. by 2050. This decline is attributed to both population decrease and long-term reductions in emission factors. Changes in freight flow between 2019 and 2050 are expected to be more pronounced within five regions in the capital and extended capital areas, which will account for approximately 50.3 % of the total freight flow due to population concentration. As a result, these five regions contribute 26.5 % of the total GHG reduction potential. The minimum economic growth rates required to maintain the same freight volume as in 2035 are estimated at 5 % for 2040, 13 % for 2045, and 26 % for 2050.

The Korean government has announced plans to supply electrified buses to achieve decarbonization in the transportation sector and to create next-generation growth engines. Although a multitude of technical and political studies have been conducted to support the successful introduction of electrified buses, studies on the attitudes and perceptions of passengers toward electrified buses remain insufficient. To evaluate the perceptions and preferences of potential passengers toward the specific attributes of electrified buses, this study performed an online survey (N = 586) that includes people who had experienced travel on public buses. Values of the relative importance of eight different attributes—safety, ride comfort, environmental friendliness, exterior design, cleanliness, crowding, seat comfort, and convenience getting on/off—were evaluated using the best-worst scaling method. The results showed that safety (share of preference: 41.3%) was the most important attribute when using electrified buses. This was followed by eco-friendliness (14.3%) and ride comfort (13.6%). On the other hand, the least important attribute was exterior design (1.8%). Gender differences were also observed in the valuation of certain attributes among the passenger preferences toward electrified buses. The results of this study contribute to the development of strategies for the wide-spread adoption of electrified buses and provide a stepping-stone to a more sustainable public transportation system.

This study examines the spatiotemporal relationship between the newly built subway line and land price, focusing on difference and correlation between commercial and residential land uses. For a spatiotemporally sensitive analysis, Geographically and Temporally Weighted Regression (GTWR) method is used to test land price data in Daejeon, South Korea. A new approach is suggested in the bandwidth selection process of GTWR to consider the interactive relationship between commercial and residential land uses. With the proposed approach, this study develops models to measure the effects of a newly built subway line on commercial and residential land prices. The estimates of the models indicate that commercial and residential land uses have an interactive relationship, and the effects from the nearby environments indicate geographically and also temporally different patterns for each land use. The distribution of coefficients shows that the effect size is greater on the commercial land price than on the residential land price. However, the geographical effect is wider on the commercial land price, while the temporal effect is longer on the residential land price. This study provides a novel perspective on empirical research about the effects of newly built public transit on land prices. Furthermore, the results imply that land price estimation needs to consider the mutual relationship between land uses and to be differentiated by the type of land use.

본 연구는 교통부문에서 탄소중립 이동행태를 촉진하기 위한 인센티브 제도를 설계하고 그효과를 평가하는 것을 목적으로 하며, 세 단계의 분석 절차를 통해 수행되었다. Best–Worst Scaling(BWS)을 활용한 선호 분석을 통해 총 10개 인센티브 제도 중 이용자가 선호하는 제도를도출하고, 선정된 5개 제도를 대상으로 조건부가치측정법을 적용하여 가상 시행 시나리오 하에서의 지불의사를 반영한 기준금액을 산정한 후, Stated Preference(SP) 조사를 통해 인구통계학적 특성, 통행 행태, 인센티브 금액이 각 제도의 선택 확률에 미치는 영향을 분석하였다. 분석 결과, 소득 수준, 대중교통 정기권에 대한 인지 여부, 인센티브 금액은 사용자 선호에 유의미한 영향을 미치는 주요 요인으로 나타났으며, 연령과 운전 빈도는 참여 가능성을 낮추는 요인으로 확인되었다. 이러한 결과는 인센티브 제도의 효과가 단순한 제도 도입 여부가 아니라, 제도 유형과 인센티브 수준의 결합 방식에 따라 달라질 수 있음을 시사하며, 특히 인센티브금액 변화에 대한 선택 확률의 민감도 분석을 통해 제한된 재정 여건 하에서도 정책 목표에부합하는 인센티브 수준을 전략적으로 설정할 필요성을 보여준다. 본 연구는 이용자 선호 구조와 금액 민감도를 체계적으로 반영한 인센티브 제도 설계가 대중교통 이용 촉진과 탄소 배출 저감을 동시에 달성하는 데 중요한 정책적 수단이 될 수 있음을 실증적으로 제시한다.

본 연구에서는 오전 첨두시 혼잡도가 극심한 김포골드라인을 대상으로 오전 첨두시 SKIP- STOP 도입에 따른 혼잡도 감소 효과를 분석하였다. SKIP-STOP 운영 방식은 일부 역에 정차하지 않는 여러 열차 패턴 간 조합을 통해 대피선을 필요로 하지 않으면서 열차의 급행 효과를 높일 수 있는 전략이다. 본 연구에서는 승차수요를 기반으로 특정 구간에 과도한 수요가 집중되지 않도록 SKIP-STOP 패턴을 설정하고, 교통카드 raw data에 기반한 통계 데이터를 활용하여 데이터 전처리 과정을 최소화하는 방식으로 SKIP-STOP 도입 전후 평균 혼잡도의 변화를 분석하였다. SKIP- STOP 도입 결과, 기존 182.12%에 달하던 오전 7시-8시 최고 평균 구간 혼잡도는 142.76%로 약 40% 감소했으며, 오전 8시-9시 최고 평균 구간 혼잡도는 기존 160.38%에서 130.2%로 약 30% 감소하여 혼잡 완화에 큰 역할을 하는 것으로 나타났다. 따라서 일반 운행 방식을 채택하고 있는 김포골드라인을 대상으로 본 SKIP-STOP 운영 방식을 도입할 경우 혼잡 완화 및 승객 안전에 기여할 수 있을 것으로 기대된다.

최근 이상기후가 발생함에 따라 우리나라도 21년 탄소중립 시나리오를 발표하며, 목표 달성을 위한 다양한 노력을 진행 중에 있다. 국제에너지기구(IEA)에 따르면 전 세계적인 탄소배출량 중 수송부문의 탄소배출량은 24%, 그중 45%는 승용차가 차지하고 있다. 정부에서는 수송 분야의 탄소배출량 감축을 위하여 다양한 인센티브 제도를 시행 중에 있으나, 승용차에서 발생하는 탄소배출량을 감축할 수 있는 효과적이고 구체적인 방안이 필요한 상황이다. 따라서 본 연구에서는 이용자들의 인센티브 제도 선호도를 분석을 통해 수송 분야의 효율적인 탄소배출량 감소 방향성을 제안해보고자 한다. 이에 따라 BWS 기법을 활용해 이용자들의 선호도를 분석하였으며, 균형불완비블록설계 방식을 통해 응답의 신뢰성을 높이고자 하였다. 그 결과는 다음과 같다. 첫째, 전반적으로 대중교통 관련 인센티브를 선호하였으며, 자동차 주행거리를 줄여 탄소배출량을 줄이려는 의지는 낮았다. 둘째, 자가용을 보유한 응답자는 대중교통 이용 인센티브 중 특히 도보, 자전거 이용에 관련한 인센티브를 선호하지 않았다. 마지막으로 자가용을 주요 이동 수단으로 사용하는 응답자는 또한 수소전기차 및 저탄소차 구매 지원금 관련 인센티브를 가장 선호하였다. 결론적으로 지자체별 교통환경에 따라 인센티브 제도를 상이하게 구성할 필요성이 있으며, 승용차를 보유한 이용자가 수단 전환할 가능성이 적은 실정을 대비하는 인센티브 제도의 제안이 필요하다. 향후 선호도 분석 결과를 바탕으로 신규 인센티브 제도의 방향성과 가이드라인을 제시할 수 있으며, 신규 인센티브 제도와 인센티브 사용처에 대한 선호도 분석에도 활용할 수 있을 것으로 판단된다.

국내에서는 차량의 공인 성능평가를 위해서 미국(FTP-75)과 유럽(NECD)의 표준 운행 사이클을 사용한다. 그러나 택배 차량과 같이 특이 운행 환경(저속주행, 가다-서다 운행의 반복 등)을 가지는 차량의 경우에는 해외 조건에서 개발된 운행 사이클이 최대 속도, 평균 속도, 유휴 시간 비율 등에서 큰 차이가 있어 성능을 평가하기에 적합하지 않다. 따라서 본 연구에서는 차량의 실 운행 특성을 반영하는 대표운행사이클을 도출하기 위하여 사업용 차량에 부착된 운행기록계(Digital TachoGraph, DTG)에서 수집한 빅 데이터를 활용한다. 해당 데이터의 일일 운행을 정차-정차 구간 단위로 구분하고, 단위별 특성을 추출한다. 추출된 단우를 K-means clustering 방법을 사용하여 클러스터링 후 클러스터별 출현 비율에 따라 가중 추출된 대표운행사이클을 생성하는 방법을 제안한다. 그 결과 길이가 2,254초, 평균 속도가 6.86km/h, 유휴비율 48%의 사이클이 도출되었으며, 이는 2017년 2/4분기에 조사된 택배 차량 평균 운행속도 5.9km/h(KOTI)와 유사하고 택배 배송에 사용되는 차량의 실 운행기록과 비교하였을 때 유사한 부분을 확인하였다.