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토지이용-교통-환경 상호작용: 건조환경-통행시간-탄소배출 관계의 국제규모 도시단위 연구
김태형(Tae-Hyoung Tommy Gim) 한국환경정책학회 2022 한국환경정책학회 학술대회논문집 Vol.2022 No.2
선행연구는 토지이용과 교통 간의 관계, 토지이용과 환경 간의 관계를 일차원적으로 분석하였다. 각각의 주제에서 분석단위는 개인과 국가이며 공간적 범위는 지역 · 국가와 국제적 규모로 상이하다. 본 연구는 토지이용-교통-환경 간의 관계를 한 모형 내에 구성하고 분석단위를 도시로 하는 국제적 분석을 시도함으로써 선행연구가 가진 방법론적 약점을 극복하고자 하였다. 분석 결과, 압축적 토지이용을 나타내는 도시 내 고도개발지 인구밀도는 통행량을 감소시켜 “간접적으로” 탄소배출을 줄이는 것으로 나타났다(통행이 토지이용과 환경질 간의 완전 매개로서 기능). 한편 도시 전체의 총인구밀도는 통행에 영향을 미치지 않고 “직접적으로” 탄소배출을 감소시켰다. 이는 에너지 인프라 공유 및 효율적 사용 등 규모의 경제를 발생시켰기 때문으로 볼 수 있다. 한편 저도개발지의 비율 또한 직접 탄소배출을 감소시켰는데, 이는 개발행위가 집중되고 이에 따라 전체적으로 환경질을 보호할 수 있다는 집중화의 역설(paradox of intensification)을 지지하는 결과일 수 있다. 그밖에 통제변수로 모형에 포함한 가구크기, 연료가격, 혼잡도의 직접 효과는 통행(+)과 탄소배출(-)에 반대 방향으로 나타났다. 최종적으로는 이들이 갖는 부의 효과가 정의 효과를 압도하여 결국 탄소배출을 줄이는 것으로 추정되었다.
김태형(Gim Tae-Hyoung Tomm),고준호(Ko Joonho) 한국도시행정학회 2012 도시 행정 학보 Vol.25 No.2
Planning theories have been criticized for a lack of relevance to practice. Previous studies argued that for the relevance, planners adopt a group of theories instead of attempting to identify one best theory. Planners were not considered in the studies, however, although they actually use the theories and assess the relevance in practice. Thus, this study explores how the practical relevance differs according to characteristics planners have. For empirical analysis, individual theories of planning are categorized into groups, each of which proposes a certain planner role. Then, this study investigates which role is adopted in practice, that is, which theory is practically relevant. Logit models find that planners’ sociodemographics, work settings, and specialties are associated with the relevance of the theories. Chi-squared test of association and tetrachoric correlation confirm that for the relevance, planners choose either the group of rational-refined rational-transactive/communicative planning or that of radical-advocacy planning.
지방소멸 대응 정책의 특징 및 변화 분석: 일본의 마을·사람·일자리 창생 종합전략 및 기본방침을 사례로
장석길,양지혜,김태형,Jang, Seok-Gil Denver,Yang, Ji-Hye,Gim, Tae-Hyoung Tommy 한국지역학회 2024 지역연구 Vol.40 No.1
To respond to local extinction, South Korea, under the leadership of the Ministry of the Interior and Safety, identified depopulated areas in 2021 and launched the Local Extinction Response Fund in 2022. However, due to its early stage of implementation, analyzing the characteristics and changes of policy response to local extinction at the central government level remains a challenge. In contrast, Japan, facing similar issues of local extinction as South Korea, has established a robust central government-led response system based on the Regional Revitalization Act and the Comprehensive Strategy and Basic Policy on Community-Population-Job Creation. Hence, this study examines Japan's policy responses to local extinction by analyzing the first and second periods of the Comprehensive Strategy and Basic Policy on Community-Population-Job Creation. For the analysis, topic modeling was employed to enhance text analysis efficiency and accuracy, complemented by expert interviews for validation. The results revealed that the first-period strategy's topics encompassed economy and society, start-up, local government, living condition, service, and industry. Meanwhile, the second-period strategy's topics included resource, the New Normal, woman, digital transformation, industry, region, public-private partnership, and population. The analysis highlights that the policy target, policy direction, and environmental change significantly influenced these policy shifts.
고준호 ( Joon Ho Ko ),김태형 ( Tae Hyoung Gim ),이세희 ( Se Hee Lee ),심진섭 ( Jin Seop Shim ) 서울시정개발연구원 2011 연구보고서 Vol.2011 No.14
As the Seoul Metropolitan Government (8MG) is trying to encourage the use of electric vehicles as the Green Car Smart City declaration, it is necessary to develop an electric vehicle (EV) delivery plan considering Seoul`s transportation characteristics. This study aims to identify strategies and issues associated with the introduction of various types of EVs based on transportation data In addition, this study proposes organizational frameworks for fulfilling the plan and estimates benefits such as emissions reduction and energy saving and costs for the plan implementation. Although the SMG set up a plan for delivering mire than 20,000 private EVs among the total 40,000 EVs, the encouragement of the private EV use was found to be significantly difficult because of high EV prices and short of charging infrastructure. Meanx4tile, taxies and buses were found to be less difficult and more economical because of their long travel distances5 fixed route operations (for buses) and easier installment of charging stations in depot. For EV taxies, pilot projects may be implemented cooperating with large taxi companies with mare than 100 fleet, The location of rapid charging stations may be determined depending on the amount of taxi traffic volumes. In the case of IN buses, buses operated on rather short routes5 for example less than 20km can be the target. In addition, some portions of niitorcycles and rental cars may be converted to EVs. For private EVs, 3,500 EVs may be on the road by mid 2013, ``which include 2,200 new cam annually, 720 company fleet vehicles, 150 rental cars and 390 car sharing fleet. Concerning rapid charging thciities, 80 charging posts located at 40 different places may be provided in order to ease the EV drivers`` anxiety. Candidate locations would be district offices, near the ramps of inner circular expressway, roadways crossing the city boundary and Hangang bridges. Besides these, 20 more fast charging posts may be installed in 10 depols of company taxies. For public standard chargers, several public facilities such as public parking lots, civic centers and libraries would be candidate locations. In the private sector, large buildings with a floor area of more than 30,000m2 would be the target for the installment of chargers. The pace of the charging facility provision should be coupled with the nunfrr of EV purchases. The proposed ratio of the nunters of EVs to public chargers are 5:1 until mid 2013, and alter then the ratio may be adjusted to 8:1. These plans would be implemented by public-private partnership where the SMG may provide administrative and financial supports. As an active measure; the SMG may take the role to lead the plans, directly managing and controlling the EVs by selling up an WV center. The analysis on expected benefits and costs for the dep1oynnt of 40,000 EVs indicated that Seoul may see greater benefits of emissions reduction and fuel savings than the cost incurred by EV purchase subsidy and infrastructure construction. In more detail, the analyses suggested that B/C ratio for the four vehicle types (private car, bus, taxi, and motorcycle) would range between 0.90 and 1.01 depending on electricity prices if the benefits last five years. If it lasts seven years, B/C ratio would range between 1.26 and 1.41. Considering that the B/C ratio of private WV sector resulted in only 0.49 0.77, the public sector EVs such as taxies and buses would generate great benefits. Meanwhile, the low B/C ratio for the private EVs implies that government should lead the promotion of EV uses in the private sector for vitalizing related industries and spreading environment friendly transportation modes.