关键词：幸福感，土地利用，交通系统，偏最小二乘回归，2018年首尔调查
摘 要：对幸福决定因素的研究始于20世纪70年代的心理学和经济学等领域。虽然他们倾向于关注个体变量,但最近以及扩展到了建成环境。就建成环境而言,交通系统与土地利用相比,大多研究的是一次出行的瞬时幸福,而不是基于生活满意度的总体幸福。
本研究通过控制研究较好的幸福决定因素(即个体的心理和经济变量),探讨建成环境,特别是交通系统变量如何影响总体幸福感。为此,我们使用了一个包含61个研究变量的偏最小二乘回归模型,并使用2018年首尔调查数据( n = 5，515户户主)的数据进行了检验。通过使用2018年的数据,我们可以评估骑车者和行人、出租车、地铁和公交用户的环境。
基于分析结果,本研究认为,为提升城市幸福感,政府应实施营销/品牌战略,增强城市的认同感和依附感(即增强市民称之为家的自豪感),改善交通基础设施,提高城市的流动性和可达性(机动交通而非非机动交通,尤其是出租车和公交车)。在非机动化交通方式之间,城市中心区的步行环境比居民小区更为重要,而自行车环境在很大程度上被认为不那么重要。这些与交通系统整体幸福感相关的研究结果，与那些关于一次旅行带来的短暂幸福感的研究结果形成了对比。
Abstract:Research on happiness determinants began in the 1970s in such fields as psychology and economics. While they tended to focus on individual variables, they have recently expanded to the built environment. Regarding the built environment, transportation systems—as opposed to land use—were mostly studied in relation to the transient happiness of satisfaction from one trip rather than overall happiness based on life satisfaction. By controlling for well-researched happiness determinants (i.e., the individual’s psychological and economic variables), this study sought to explore how the built environment, especially transportation system variables, affect overall happiness. To this aim, we used a partial least squares regression model with a total of 61 research variables and tested it using data from a 2018 Seoul survey (n = 5,515 household heads). Through using the 2018 data, we could evaluate the environment for cyclists and pedestrians, and taxi, subway, and bus users. Based on the analytical results, this study concludes that to promote happiness, the government would do well to implement marketing/branding strategies to heighten the identity of, and attachment for, the city (i.e., to increase the pride its citizens feel in calling it their home), and to improve transportation infrastructure for better mobility and accessibility (of motorized—rather than nonmotorized—transportation, particularly taxis and buses). Between nonmotorized transport methods, the pedestrian environment is more important in urban centers than in residential neighborhoods, and the cycling environment is largely considered less significant. These overall happiness-related findings on transportation systems stand in contrast to those from studies on transient happiness from a single trip.
Key:Happiness, Land Use, Transportation Systems, Partial Least Squares Regression, 2018 Seoul Survey
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