• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2017.11a
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• pp.70-71
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• 2017

현재 국내 대도시권은 도시의 외연적 확장과 도로 중심의 교통물류체계 및 통행패턴으로 인하여 도로운송 시스템은 이미 포화상태에 도달하여 교통 혼잡으로 인한 물류비용의 증가, 도로 시설 유지보수 비용 증가 등 사회 경제적 비용 부담이 가중되고 있다. 화물운송시스템도 도로운송에 의존하고 있어 이산화탄소의 배출량이 많아 대기오염의 주된 요인으로 작용하며, 야간 운송에 따른 소음 유발, 교통사고 발생, 도로파손 등 사회문제를 야기하고 $\cdots$(중략)$\cdots$.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.1768-1776
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• 2007

This paper suggests a new Level of Service (LOS) for a pedestrian facility in a transportation transfer center. They include the road, stair, and waiting place for a pedestrian. A current situation of several pedestrian facility was surveyed for the existing transportation transfer center at both Seoul and Pusan metropolitan cities. A new LOS was developed based on the output according to foreign criteria as well as an interview of pedestrians for their satisfaction.

• Journal of Global Scholars of Marketing Science
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• v.5
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• pp.29-42
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• 2000

김해시는 유구한 역사와 문화를 가진 농경지 중심의 전통적인 농경고장이었으나 근대화의 진전으로 인하여 부산이라는 대도시권에 인접하여 급속한 발전을 하게 되어 인구유입에 따르는 제반의 문제점이 대두되고 있다. 그러나 지방자치제도의 실행은 어느 지역에서보다도 김해시 지역에서 경영행정을 추구하는 김해경영을 모토로 행정서비스의 품질향상올 위해 노력하고 있다. 이러한 김해시의 노력은 조직의 구성에서도 이미 타시도에서는 볼 수 없는 경영혁신과를 신설하여 행정경영의 의지를 시현하고 있다. 본 고에서는 향후 발전적인 도시인 김해시가 가지게 되는 당면한 문제를 10가지의 영역에서 거시적으로 제시하며 이에 대한 유연하고도 적절한 조직적 대처를 통하여 김해시의 행정서비스의 효율성을 증대의 필요성을 제시하고 있다. 이를 위하여 김해시의 명확한 비전의 설정과 이를 추진하기 위한 전략적인 계획에 의한 마케팅 마인드를 형성한 시스템적인 접근방식에 따라 운영한다면 김해시의 조직의 효율성과 활성화에 따른 보다 명확한 목표를 달성할 수 있을 것으로 보인다. 그러므로 관리지향적이며 통제지향적인 조직의 측면을 보다 효율적인 운영제고를 위하여 정책지향적이고 서비스 지향적인 전략으로 조직개편이 이루어진다면 김해시의 선진 복지행정 구현을 위한 김해경영의 목표 수준은 향상 될 수 있을 것이다.

• Proceedings of the KSR Conference
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• 2004.10a
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• pp.1601-1606
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• 2004

Nowadays, the bus system of a metropolitan area is improving very fast. According to the bus, commuter railways increase their competitive power. For this, trains get the mobility increasing, effective transferring system and unified information service. For the mobility increasing, commuting railway must be faster by flexible train diagram and facilities improvement. And finally, optimal commuter train, 'Liner' is needful. And for effective transferring system, it is necessary that railway station and transferring center of a city be merged. And it is needful that direct management bus by railway company and unification fare system on metropolitan region. Next, for information service system improving, the commuting railway station must be regional transportation hub at first. And it is needful that unified line map of trunk line transportation systems and regionally collective transportation system information book. Therefore, metropolitan commuting railways compete with trunk line bus and cooperate with feeder line bus, and can make optimal metropolitan public transportation systems.

• Proceedings of the KSR Conference
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• 2003.05a
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• pp.257-262
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• 2003

Now, the population and economical power is deeply concentrated to Seoul-metropolitan region, therefoere the provinces is so lagging behind and the country cannot get balance development. And, like metropolitan region, the more outer the living area of local wide-area city is spreading, the more serious wide-region transportation problems are. But the railroads near wide-area city fun seldom commuter train, so they cannot absorb the transportation demand of wide-area city metropolitan region. To solve above transportation problem, local wide- area cities try to make a subway or a light rail transit. But it is so difficult because the limit of public finance and original small capacity of light rail. In the paper, I propose 'Local city wide-area electric railways' system of the consortium of 'Local wide-city and province transportation union', Korean National Railroad (KNR) and local capital. A 'Local wide-city and province transportation union' operates commuter railways directly using the facilities of KNR, and local capital invests to the stations of above railways system. Therefore the commuter railway system around local wide-city region will be constructed quickly and the stations will be the strong point of local development and investment.

• Journal of the Korean Geographical Society
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• v.37 no.1
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• pp.61-74
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• 2002

In late 1980s, many suburban cities in Tokyo metropolitan area have tried to construct office parks, such as Makuhari New Town, Minato Mirai 21 to promote knowledge based economy. As the most important player of this mesa project, the local government mobilized local resources from various private sectors. The local government adopted place marketing strategy to attract companies and consumers with thick pocket. The composition of this strategy embraces publicity, uniqueness, centrality of function and information and comfortability for formation of the office park. Headquarters and producer service offices were relocated in the suburban office parks for the first time in the history of modem Tokyo since 1920s. Although it is the ongoing project that encounters some financial difficulties, the office park Project will be a sound foundation for future growth of knowledge-based economy.

• Journal of the Economic Geographical Society of Korea
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• v.17 no.1
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• pp.98-113
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• 2014

The purpose of this study is to investigate the changes in the accessibility of the Metropolitan Seoul Transit systems since 2000, in which many new subway lines have been constructed as well as other urban transit lines have been connected to the systems. We suggest an accessibility measure model for Un-fixed Transportation Networks. In order to measure the nodal accessibility based on the mobility, we apply path-distance, physical-distance, and time-distance as the distance impedance measurement. Specifically, we develop time-distance algorithms to measure the time-distance between each pairs of transit stations based on the T-card transaction databases. We apply the model to the Metropolitan Seoul Transit systems in two time points(2005 and 2011). We examine the results in terms of three distance accessibility measures. Time-distance accessibility explains better the urban land use patterns in the Metropolitan Seoul area than the other two. We visualize the spatial patterns of time-distance accessibility by applying GIS, and analyze the spatial structures of accessibility in the Metrropolitan Seoul area between two time points.

• Journal of the Society of Disaster Information
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• v.14 no.3
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• pp.288-295
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• 2018

Purpose: The paper aims to compare the effectiveness of the two types of transport demand management measures, namely pull measures and push measures. Method: Case studies of two metropolitan areas in the developing world assess the extent to which increases in fuel prices can contribute to reducing automobile use and increasing the public transport use and the potential of urban rail transit to cause mode shift from automobiles. Within the case studies, a stated response survey of current car users has been conducted for Cairo and an on-line survey of rail transit users in Algiers. Results: There was a major proportion of car drivers who intend to switch to public transport, depending on the range of fuel prices in Cairo and a considerable proportion of rail users who have switched from automobiles resulting in a measurable reduction in CO2 emissions in Algiers. Conclusion: Investments in urban rail can be highly effective where there are demands for better public transport, but this type of pull measures can be much more effective if combined with push measures which significantly raise driving costs.

• Journal of the Korean Geographical Society
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• v.42 no.6
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• pp.930-939
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• 2007

This study intends to demonstrate that the population decrease in the City of Busan has been resulted from the move of the city's population towards suburbs as well as the out-migration towards the Seoul metropolitan area. To grasp the pattern in the spatial shift of the Busan's population, I analyze the change of population and households within the city and the migration at the inter-regional and intra-metropolitan scales. The major findings of the study are as follows: First, Busan has experienced population decline since 1995, as other large cities, such as Seoul and Daegu have done. Second, despite the population decrease, the number of households has been increased in Busan. Third, the residents of Busan have mostly moved not only to the Seoul metropolitan area but also to the suburban region of Busan. This finding may well contradict the long-standing belief that the continued decrease in the Busan population could be the result of the out-migration toward the Seoul metropolitan area. Fourth, the residential suburbanization in Busan can be interpreted as the extensive intra-metropolitan dispersion, which means the growth of the Busan metropolitan area.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.601-606
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• 2011

There are lots of examples for naming railway lines and stations in Korea. In general, we can specify some type of principles for making names at the railway lines. The first, rail line name made some decision considering the origin and destination name of city or region. The second type of a decision making is the location or service areas of that railway line or station. And other one is about the destination city or region of that corridor line. In this paper, we classified the name of the railway line according to above three types of decision principles, and then suggested the guideline and future directions preventing any confusion to make a new railway line name afterwards.