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효율적인 교통수요관리를 위한 교통유발부담금 제도 개선방안 연구
신성일 ( Seong Il Shin ),윤혁렬 ( Huyk Ryul Yun ),전병은 ( Byeong Eun Jeon ) 서울시정개발연구원 2008 연구보고서 Vol.2008 No.26
Rapid growth and development in Seoul Metropolis Area has placed increased pressure on the transportation system and it has stressed the importance of travel demand management (TDM). Seoul Metropolitan Government (SMG) has placed TDM as one of crucial elements of transportation policies and deployed various TDM strategies. However it is judged that Seoul is still experiencing severe traffic congestion, undermining the urban competitiveness and quality of life. Transportation Impact Fee(TIF) has been implemented in order to ensure that urban facilities pay a proportionate share of the cost to internalize the externalities since 1990 with a basic charge of 350 won per 1,000 . SMG revised TIF system that total amount of fees could be refund according to participation rates of TDM program in 2006. In spite of this effort, the participation rates of TDM program is no more than 19.8% in 2007. With the right incentives (or disincentives) travelers may be influenced to use transportation systems in a way that contributes less to congestion. So it`s time to evolve into the more flexible TIP systems in terms of equality of charging and effectiveness of TDM. Impact fees are authorized under the Urban Transportation Maintenance Act. TIF for the building owners are probably the most commonly imposed of all types of impact fees. The purpose of impact fees is not just revenue for transportation system but traffic reduction. Impact fees for transportation facilities is calculated based on average trip, gross area, parking area, main land use of the facilities, and other factors, One of the variables that is used in the vast majorities of impact fee systems is trip generation. Trip generation data is used in transportation impact fees to measure the demand that different land uses create for roadway capacity. TIF systems limit the number of land use categories to a few in each of the following general categories: residential, commercial, industrial, institutional, office, recreational and services. But a number of difficulties have been encountered in using TIF trip generation data. It`s because of a lack of trip generation data and because of the administrative difficulties involved in maintaining a system that contains a long list of land use categories. So we are seeing increased scrutiny and questions about the accuracy of the trip rates we use, Use of Index of Trip Generation ruled by the Urban Transportation Maintenance Act has a number of shortcoming when it is applied to metropolis areas, In seoul, revision of national standards may produce a more equitable trip rates in a given area, With the concerns the nation standards, however, Seoul Metropolitan Government still has no reliable trip generation data. This study aims to review current TDM strategies in Seoul and identify policy direction toward the successful achievement of TDM strategies, Thus this study focuses on two TIF strategies: gradual raising of impact fees and making a area-based impact fees standard, These TIF measures are being deployed as a way to reduce vehicle use, while increase the ridership of public transportation. Based on the reviewing the TIF system, this study makes following suggestions: to heighten the impact fees level so that actively encourage the owners of trip generating building to participate in the TDM program for corporation. It`s possible to raise the basic unit charge and index of trip generation following land use categories. It is necessary to concert with developing appropriate incentives. to amend TIF system allowing the congestion charging area to raise impact fees so that such area experiencing heavy traffic congestion as the entire CBD and Gangnam areas would be included. At this time, two traffic impact fee areas should be considered, and this study suggest a new standards based on the parking cap areas in Seoul. It is anticipated that improve the equality of impact fee charging and the expansion of participation for company TDM program. In the present level of traffic impact fees, the vehicle trip reduction effect of TDM was limited. This study suggests the TIF system has the largest potential to improve the effectiveness of TDM measures in reduction vehicle trip. The purpose of this study is to suggest the effectiveness of a new non- regulatory company transportation demand management programs in Seoul, which allows building owners to get discounts of Traffic Impact Fee (TIF), when implementing a certain level of TDM programs. Since it is verified that trip generation varies by TDM program types, TIF should vary, as the ordinance intended, according to program content. In order to induce more building owners (employers) to implement TDM programs, it is recommended that TIF be increased to the level where employers feel it to be burden-some, and that the number of firms exempted from TIF be reduced.
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이창훈(Chang-Hun LEE),신성일(Seong-Il SHIN),정현진(Hyun-Jin CHEONG) 한국철도학회 2014 한국철도학회 학술발표대회논문집 Vol.2014 No.5
오늘날 수도권 통합환승체계는 다양한 철도운송기관의 진입에 따라 운영주체들간 효율적이고, 정확한 정산·배분을 위해 1일 2천만건의 대중교통카드자료가 활용되고 있다. 수입금 정산·배분을 위한 대안으로 다양한 경로탐색기법들이 있지만, 복합교통망에서의 수단간 환승처리를 위해 링크기반 경로탐색이 많이 활용되고 있다. 그러나 기존의 k-경로탐색기법은 네트워크적인 측면을 중점으로 통행 및 도보시간, 환승 패널티 등의 변수를 고려함에 따라 다양한 유사경로가 존재하게 되고, 급행열차를 고려하지 못하는 등 열차의 특성을 반영하지 못하는 한계를 지님으로 이에 본 연구에서는 교통카드자료를 기반으로 K-경로탐색 알고리즘을 활용하여 경로를 탐색하고, 각 철도운송기관의 열차스케줄을 연계하여 최적경로를 탐색하도록 한다. 본 연구에서 제시한 방안으로 최적경로를 탐색할 경우 경로가 확정됨에 따라 정산·배분이 명확해지고, 기존에 고려하지 못했던 급행열차에 따른 경로탐색도 가능해질 것으로 기대한다. Metropolitan transit systems in these days integrate a variety of railway transportation service operating. According to the entry of a each operations, transportation card data is utilized over 20 million issues in one day for the allocation of their business. It is utilized in a path searching algorithm for calibration and allocation as an alternative for efficient of the searching algorithm, however mostly link-lable based with k-path algorithm are being utilized. However, k-path algorithm focused on aspects of the travel and walking time, taking into account variables such as transfer penalty, depending on the variety and the similar path exists, the express train does not take into account the characteristics of the train does not reflect such limitations there. In this paper, based on the traffic card data by utilizing k-path algorithm, the searching path, and each rail transit agencies in conjunction with the train schedule to explore the optimal path. When measures come to proposed in the study of exploring he optimal path, it is clearer at allocation, also it will be possibly expected to take into account the existing route discovery based on the express train.
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김운수 ( Woon Soo Kin ),신성일 ( Seong Il Shin ),김원주 ( Won Joo Kim ),김정아 ( Jeong Gah Kim ) 서울시정개발연구원 2009 연구보고서 Vol.2009 No.1
It is no surprise that all developed countries and many developing ones around the world are in a fiercer green race for responding climate change issues and achieving promised low-carbon societies. Each country`s bid for green leadership is just related with drawing his competitive power in the low-carbon age. In parallel, in light of the urgent need to take climate protection initiative, meet housing demand with low carbon communities, minimize threats to the environment and fulfill public`s aspiration for higher quality of life, designing cities to attain such high expectation standards should be targeted to deal successfully with all these challenges. The purpose of this study is to provide basis of Seoul city`s vision for climate protection initiative in 2030, thereby figuring out what kinds of strategies be adopted to meet pacesetting goal in such an optimized systematic way. In particular, as reborn to be a clean and charming world-leading city, Seoul city needs to act today more for better tomorrow based upon goal-oriented climate protecting guidelines. Thus the Seoul city`s vision for climate protection initiatives in 2030 can serve Seoul in implementing effective and practical greenhouse abatement actions in order to achieve its emission reduction goals by 2030, This study might be used as a ``living guideline`` to assist Seoul prepare actions and obtain the greatest benefits from climate protection activities, The findings of this study is summarized as follows.
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