• 한국철도학회:학술대회논문집
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• 한국철도학회 2009년도 춘계학술대회 논문집
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• pp.349-354
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• 2009

IPCC reported that 17% of the global GHGs emission is from transport sector. Road transport sector contributes to 70% of transport sector's GHGs emission. Nowadays, Climate change is a global issue and railway transport is marked as an environmental friendly transport mode. For decreasing the GHGs emission of road transport sector which occupies almost of transport sector's GHGs emission, railway transport is emphasized as a environment friendly alternative transport. In this paper, For the promotion of railway transport's role about climate change, I indicated the direction of South Korea's railway transport policy by analyzing some countries' modal shifts and railway transport's climate change policy.

• 유통과학연구
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• 제9권2호
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• pp.25-30
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• 2011

Transport is animportant sector of government regulation. Every country has its own transport policy, but European countries are evolving a common transport policy, which has a long history. The establishment of a consistent common policy in the EU's transport sector is still underway. The key motivations of this policy are 1) to establish and implement a common transport policy, 2) to clarify the concept of sustainability in the transport sector, and 3) to integrate transport services into a common infrastructure. One of the policy's objectives is the progressive movement towards sustainable development in the transport section. The EU'stransport policy has recognised that intermodality is a very important competitive tool. The EU's policy thrustin intermodal transport can be catergorised into infrastructure, technology, and standards and rules. However, obstacles to success can be detected. Cases like that of TEN-T and Marco Polo illustrate European intermodal policies in practice. As regards sustainability in the transport sector, intermodality can be an alternative solution to the increasing imbalance between transport modes and congestion arising from increased road use. Sustainability has been emphasised by the EU, which aims to establish intermodality in its future alternative transport systems while fostering sustainable development in the transport sector. Therefore, intermodality can be defined as a general trend in the current transport market, drawing interest from public institutions and transport-related market players. The EU has thus made an effort to facilitate intermodality in its territory, materialised through various policy options. Therefore, looking into the EU's intermodal transport policies is worthwhile, as doing so can provide useful lessons for all concerned parties.

• 대한토목학회논문집
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• 제31권2D호
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• pp.175-184
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• 2011

본 연구에서는 전체 에너지소비 및 온실가스 배출량의 20%에 달하는 비중을 차지하고 있는 교통부문의 온실가스 저감을 위해 교통정책의 청정개발체제(CDM, Clean Development Mechanism)로서의 사업화 가능성에 대하여 정성적 및 정량적 평가를 수행하였다. 이를 위해 사업화 가능성을 평가하기 위한 평가항목을 추가성 입증 가능성, 승인 방법론 존재 여부, 배출량 산정 가능성, 모니터링 가능성 등의 4가지로 선정하였다. 또한 교통부문 CDM사업 현황을 살펴보고 CDM사업화를 위해 필수적인 방법론에 대해서도 검토하였다. 온실가스를 저감할 수 있는 총 18개의 교통정책별로 CDM사업화 가능성을 평가한 결과, 몇몇 정책의 경우 추가성 증명, 방법론 개발, 그리고 불특정 다수에 의해 온실가스가 배출되는 교통의 특성 등으로 인해 CDM사업화에 장애가 있는 것으로 분석되었다. 추가적으로 교통 및 CDM분야 전문가를 대상으로 설문조사를 수행한 결과 앞의 결과와 유사한 결과가 나타났는데, 교통활동과 관련된 정책은 상대적으로 낮은 가능성(2.45)을 보인 반면, 온실가스가 적게 배출되는 연료로 변경하는 정책은 가능성이 높게(4.01) 나타났다. 이와 같이 교통부문의 CDM사업화를 위해서는 교통부문의 특성을 고려하는 사전평가가 충분히 수행되어야 한다.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 춘계학술대회 논문집
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• pp.515-520
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• 2011

The Climate Change has been emerged as one of the most important social and economic issues and is affecting our daily life. The Post-Kyoto Protocol aims to reduce GHG(Greenhouse Gas) emission and mitigate climate change. Under this protocol, developed countries which are classified as Annex I implements programmes and strategies confronting against the climate change. South Korea has set voluntary GHG reduction goal of 30% reduction compared to BAU(Business As Usual) in 2020 and prepares National GHG inventory system and Negotiated Agreements(NA) with industries. It will affect seriously to industry and transport sector and its obligation to reduce GHG emission will be strengthened gradually. Therefore, there will be large impact on industry structure. In Korea, various strategies against climate change are being prepared as researches of development of GHG emission reduction technologies and integrated GHG emission management system in transport sector. In this study, strategy on climate change in transport sector is proposed by being based on developed countries' respond to climate change in transport sector.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2001년도 추계학술대회 논문집
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• pp.74-82
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• 2001

This paper sets out what can be said in general about pricing within transport sectors. In this paper we briefly restate the economic principles of pricing that hold for two transport sectors-road and rail. This is used as a basis for a discussion of pricing principles in the transport sector. Here we focus on the pricing of user charges of transport infrastructures. We start this paper to analyse road transport sector and compare it with rail sector. In fact as a result of the trend towards rail reform, the issue of charging mechanisms for the use of rail infrastructure has become increasingly important. In this paper, we just take the problem in theory and present some foreign cases. But our long-run objective will be the design of efficient user charges of infrastructures based on fair intermodal competition.

• The Journal of Asian Finance, Economics and Business
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• 제2권3호
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• pp.41-46
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• 2015

Energy saving in the transport sector in the framework of the annual growth of energy consumption, the degree of negative impact on the environment and the amount of harmful emissions are becoming increasingly important. The article considers the world tendencies of energy consumption in transportation sector and emphasizes its dependency from oil. Also article describes the dynamics of energy use and CO₂ emissions from transport of city Almaty. In conclusion authors identify a number of problems in the transport sector, which hinder the implementation of energy efficiency measures and measures to reduce CO₂ emissions.

• 신재생에너지
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• 제7권4호
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• pp.18-29
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• 2011

Biofuls are considered as an option to reduce greenhouse gases emission, increase energy supply diversity and security of supply, as well as an opportunity for job creation and rural development. First of all, biofuls technologies have been promoted as a means for reducing the carbon intensity of the transport sector. Hence, in the last decade biofuels production has been driven by governmental policies. The key instruments widely adopted to foster production and increase consumption have been mandatory blending targets, tax exemptions and sibsidies. As one of the most powerful instruments, biofuel mandates require fuel producers to produce a pre-defined amount (or share) of biofuels and blend them with petroleum fuel. National biofuels mandates are in place 35 countries and partially in place in 6 countries. In this study, we reviewed status of global biofuels policies to reduce greenhouse gases in the European Union, United States and other countires worldwide. Especially, we discussed representative biofuels mandates policies same as Renewable Fuel Standard (RFS, US), Renewable Transport Fules Obligation (RTFO, UK) in transport sector.

• 환경정책연구
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• 제12권4호
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• pp.45-69
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• 2013

2020년까지의 국가온실가스 감축목표를 달성하기 위해서는 도시교통부문에서 상당한 감축노력이 필요하다. 특히 새롭게 개발되는 신도시의 온실가스 배출량을 줄이는 노력은 이러한 목표달성에 도움이 된다. 본 연구는 Schipper, celine, Roger(2000)가 개발한 교통부문 온실가스 배출량 산정의 일반모형을 토대로 신도시 개발 계획에 따른 교통부문의 베이스라인 온실가스 배출량을 산정한다. 이를 위해 우리나라에서 이용이 가능한 교통부문의 통계자료를 어떻게 활용할 수 있는지 제시한다. 이 과정에서 차종별, 대-km별 온실가스 배출원단위를 산정하였다. 아울러 다양한 교통부문의 온실가스 저감정책 효과를 분석하는데 개발된 모형이 활용될 수 있는지를 판단하기 위해 자전거 이용 활성화 정책을 사례로 온실가스 저감잠재량을 분석한다. 인천광역시 검단 1지구 신도시를 대상으로 적용한 결과 교통부문의 베이스라인 온실가스 배출량은 연간 약 36만 톤으로 추정되었고 자전거 이용 활성화 정책으로 5%의 자전거 수단분담율을 달성할 경우 연간 약 1,869톤의 온실가스를 줄일 수 있는 것으로 분석되었다.

• 한국ITS학회 논문지
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• 제22권4호
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• pp.145-166
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• 2023

최근 코로나19로 인해 사회 전반적인 분야에서 대부분의 서비스가 비대면/무인화로 제공되고 있다. 하지만 여전히 디지털 격차를 해소하기 위한 연구는 요인 분석에 그치고 있으며, 특히 교통분야에서의 디지털 격차와 관련된 연구는 전무한 상황이다. 이에 본 논문은 설문조사를 기반으로 교통부문에서의 디지털 격차의 현황에 대해 파악하고자 한다. 첫째, 전국 성인남녀를 대상으로 디지털 기기 이용현황을 조사하여 연령, 학력, 소득 등으로 구분하여 디지털 취약계층을 선정하였다. 둘째, Chi-squared Text를 활용하여 디지털 취약계층과 비 취약계층을 대상으로 교통부문 모바일 앱 이용현황을 비교하였다. 그 결과, 모바일 앱의 인지도와 선호도에서 취약계층이 비 취약계층에 비해 낮은 것으로 나타났고 이용 횟수에서도 유의한 수준으로 낮은 것으로 나타났다. 셋째, 교통부문 모바일 앱 능숙도를 비교하였다. 마찬가지로 취약계층이 비취약계층에 비해 모바일 앱 이용 절차 전반에서 능숙도가 유의한 수준으로 낮은 것으로 나타났다. 이러한 조사 결과가 향후 교통부문에서의 디지털 격차를 개선하기 위한 정책수립의 기초자료로 활용될 것으로 기대한다.

• International Journal of Computer Science & Network Security
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• 제21권3호
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• pp.235-244
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• 2021

The change of the development of transport and logistics systems occurs with the active change of technology and the advent of the era of Industry 4.0. It requires modernization of approaches to the development of transport and logistics systems at the macro and micro levels. The present study aims to identify perspective directions of development and evolution, find out the existing obstacles in the integration of technological solutions of transport and logistics systems at the macro and micro levels. This study is based on a quantitative and qualitative methodology for assessing the level of integration of technologies into transport and logistics systems to study the prospects for their development at the micro level. Macroeconomic indicators of transport and logistics in the context of different regions of the world were used to quantify the development prospects. For a qualitative assessment of the development of the transport and logistics system, the case study method was used. The object of the study was selected logistics company Sensco Logistics Inc., Austin TX. At the macro level, countries with more innovative logistics sectors have stronger mechanisms for coordinating private sector activities. Simplification of administrative procedures of control and regulation by the public sector in order to facilitate trade between countries is a promising direction for the development of transport and logistics systems. Such reforms are more effective in developing a "rigid" transport infrastructure. The integration of Industry 4.0 technology solutions into the international logistics sector is defined by political and legal barriers, especially in developing countries. In low-income countries, hard and soft infrastructure reforms are hindering the development of logistics companies that provide transport services. This determines the national level of development of transport and logistics systems, and in general the global level of development of transport and logistics. In developed countries, the legal barriers to the development of new technological logistics are environmental requirements for the integration of technologies into the transport system. These trends are slowing down the development of International Logistics, which, compared to other industries, is slower to integrate Industry 4.0 technologies. This study combines macroeconomic factors that determine the prospects for the development of transport and logistics systems at the micro level.