• Journal of the Korean Geographical Society
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• v.30 no.1
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• pp.35-56
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• 1995

During the last two decades, Korea has achieved remarkable economic growth. In this process the nation has become urbanized and industrialized. But we have also encountered widening regional disparity, housing shortage of larger cities, transportation congestion, environmental pollution and many other problems. Rapid increasing urbanization and continuous migration toward Seoul since the late 1960s have been one of the major concerns of government. Government has sought ways to moderate the population increase in Seoul. The regulation which include new town development near Seoul and dispersion strategies of higher education and other administration and living facilities outside of Seoul havemade a great expansion of the spatial influence of Seoul city. Seoul metropolitan reaion has evolved as the most powerful center of political and economical spaces. Generally within a metropolitan region, there exists a growing mutual interdependence economically, as well as socially between a central city and its surrounding area. Seoul metropolitan region manifests itself not only as a coherent system of urbanized regions, but also as an integral part of the daily urban system. The surrounding Gyunggi province and Seoul city become closely linked both economically and functionally, constituting true functlonai urban system. This study is primarily undertaken with the purpose of delineation of the sphere of influence of Seoul city in 1990. At the time of 1985, Seoul metropolitan region was delineated according to the result of the study which was performed by Korea Research Institute for Human Settlements. Afterward, the rapid speed of metropolitanization process with dramatic increase in mobility through the provision of wider transportation system across the Capital region have evolved, resulting in the great expansion of the spatial influence of Seoul city. So this study examines the expanded area of Seoul metropolitan regin during the period of 1985-90. In order to delineate Seoul metropolitan region, the indices of urbanization and functional linkage are selected. Variables included in the measurement of the urbanization level are agricultural structure, population characteristics, manufacturing and service industries, and cultural aspects such as newspaper circulation, the ratio of car ownership and piped water supply. Variables included in the measurement of functional linkage are commuting, shopping pattern, centralized service such as medical facilities and trade of agricultural products. The standardization method and factor analysis are employed in making the delineation of Seoul metropolitan region. According to the result of this study, 2 cities, 8 Eups and 46 Myuns are included Seoul metropolitan region in 1990. If we compare this delineated area in 1990 to that of 1985, we can find the distinctive pattern of expanded axes according to the main transportation routes such as Seoul-Suweon, Seoul-Gwangju, Seoul-Incheon. In 199O, all the Gyunggi province, except a few Myuns located at the north and northwest part of Gyunggi province, are included in Seoul metropolitan region. Furthermore, this study attempts to the analysis of regional structure of Seoul metropolitan region according to the functional characteristics of each city and Gun. Variables included in this analysis are the new residential function, manufacturing function, service function, education and infermation function, public facility function and agricultural function. Factor analysis and cluster analysis are employed in making regionalization. Seoul metropolitan reaion is subdivided into four subregions which reflect different functional specialization. The first group is the specialized region of newly formed residential function. The second group is the specialized reaion of manufacturing function. The third group is the specialized region of service function. And the fourth group has little specialized in terms of manufacturing, service, and residential function. But this region has some potentiality of development when Seoul metropolitan region grow continuously. Seoul metropolitan region accounted for 43% of national population, despite 11.8% of national land size in 1990. Although Seoul metropolitan region enjoys important agglomeration economies, it also has huge social cost in the form of transportation congestion, housing shortage, rapid increase of land value, environment pollution, and etc. Efficient metropolitan plan making is a vital element in promoting Seoul's economic development and providing high quality living environment at low cost. In the light of the result of this study, the outer ring of Seoul metropolitan region, especially northeastern part, are underdeveloped compared to overdeveloped southwestern area. It is needed to develop the guidelines for the implement of the growth control and management plan, inducing more balanced development for whole Seoul metropolitan reaion.

• Journal of the Korean Regional Science Association
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• v.10 no.2
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• pp.105-121
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• 1994

This study intends to analyze the trip and transportation structure of Seoul Metropolitan Area(SMA) where has been experiencing the rapid growth and the extra-concentration in the recent 2∼3 decades. By analyzing the trip and transportation structure which reveals the frame of travel flow phenomena on the real space, this paper evaluates the transporation policy realized in SMA for the last 10∼15 years. The policy implications of this paper are as follows; 1. The activities and the daily travel movement of SMA have been larger and more complex rapidly, but the transportation policy bas been poor. 2. The distribution of commuter's origins and destinatinos have been getting wider, and the distance between the home and the workplace longer. In short, the land use policy, the industrial policy, and housing policy have failed, and the coordination of those policies has been very poor. 3. The multi-center spatial structure was the official policy. Indeed, SMA has been reorgnized in such a way. But the implementation strategy was very poor. 4. Now, the for-business travels closely related with the multi-center structure, are increasing more and more rapidly. It is required that the strategic policy of mulit-center structure and the transportation policy should be coordinated. And as soon as possible, the more powerful mass transit system should be developed and constructed.

• 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 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.

• Journal of the Korean Regional Science Association
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• v.32 no.1
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• pp.83-103
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• 2016

This study aims to analyze the determinants of residential location choice for the inter-urban migrants in the Seoul metropolitan area. In doing so, we have built a discrete choice model, using household sample data from the 2010 Korea Population and Housing Census. We classified households, which made a intra-urban movement during the last five years, into four groups: 1) movers from Seoul (central city) to Gyunggi-Incheon (suburban), 2) movers from Gyunggi-Incheon to Seoul, 3) Intra-Seoul movers, and 4) intra-Gyunggi-Incheon movers. The analysis findings can be summarized as follows. First, significant differences in the determinants of residential location choice were found among different types of movers. Second, movers from Gyunggi- Incheon to Seoul were likely to choose small housings with fewer rooms, indicating that their housing choices were forced rather than voluntary due to high housing prices in Seoul. Third, all types of movers have a high preference for the neighborhood with a good accessibility by public transit including subway. Lastly, neighborhood amenity was also an important attracting factors for the intra-urban migrants in Seoul.

• Journal of the Korean Regional Science Association
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• v.32 no.1
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• pp.105-122
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• 2016

Recently people are starting to pay attention to the vacant house. Vacant house across the country are expected to be a Million. Ministry of Land, Transport and Maritime Affairs has created a new legal provisions regarding maintenance to Vacant on the Construction Law. But Vacant house information systems in government are not available Other countries to clarify the role each entity to manage these Vacant and manages the Vacant. The national government has made the operating budget support program for the Vacant management. The local government has made legislation of self-government to create a DB for the Vacant management. A non-profit corporation is developing a program operated by the Vacant, and the Vacant intermediaries to consumers. Therefore, our country is also to expand the national budget for the Vacant administration, local governments should establish a comprehensive management system for managing and providing Vacant house research and DB.

• 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.

• Spatial Information Research
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• v.20 no.4
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• pp.69-82
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• 2012

The purpose of this study was to identify structural properties of C.B.D and to provide direction that required for the plan and its development by analyzing land use patterns and its characteristics in the center of the city. In this study, the future planning elements and detailed land use of Seoul was analyzed, in regard to the spatial structural hierarchy and the function of downtown, by investigation of its current urban spatial structure. First, the characteristic of the land-use for merchandising facilities is that it is developed from west to east along the Jong-ro, Myungdong and Namdaemun, it shows high rate of the facilities along the horizontal axis. The large market area on this district would be the reason to the high rate of mechandising facilities. Second, the characteristic of the land-use for business facilities is that it is highly rated on the area passing through the Sejong-ro and Seoul station. The analysis result of our investigation is that the projects executed by Seoul city such as 'downtown maintenance planning' and 'downtown recreation program' strengthened functions of business and merchandising and promoted downtown shopping, leisure, tourism functions resulting activation of nearby market place and evaluated as maintaing the centrality of downtown Seoul well.

• Journal of the Economic Geographical Society of Korea
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• v.14 no.2
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• pp.116-128
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• 2011

Some subway passengers may want to have their fresh vegetables purchased through internet at a service facility within the subway station of the Metropolitan Seoul subway system on the way to home, which raises further questions about which stations are chosen to locate service facilities and how many passengers can use the facilities. This problem is well known as the pickup problem, and it can be solved on a traffic network with traffic flows which should be identified from origin stations to destination stations. Since flows of the subway passengers can be found from the smart card transaction database of the Metropolitan Seoul smart card system, the pickup problem in the Metropolitan Seoul subway system is to select subway stations for the service facilities such that captured passenger flows are maximized. In this paper, we have formulated a model of the pickup problem on the Metropolitan Seoul subway system with subway passenger flows, and have proposed a fast heuristic algorithm to select pickup stations which can capture the most passenger flows in each step from an origin-destination matrix which represents the passenger flows. We have applied the heuristic algorithm to select the pickup stations from a large volume of traffic network, the Metropolitan Seoul subway system, with about 400 subway stations and five millions passenger transactions daily. We have obtained not only the experimental results in fast response time, but also displayed the top 10 pickup stations in a subway guide map. In addition, we have shown that the resulting solution is nearly optimal by a few more supplementary experiments.

• Journal of the Korean Geographical Society
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• v.43 no.4
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• pp.561-579
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• 2008

The population concentration in Seoul has caused the chronic housing shortage. Accordingly the new towns in the Capital region were developed to alleviate overcrowding conditions in Seoul. The purpose of this study is to analyze changes of migration and commuting patterns according to new town development in the Capital region for the period of $1995{\sim}2005$. Further this study examines the changes of self-sufficiency level for new towns using jobs to housing ratio. During the last 10 years, the migration pattern in the Capital region has been pretty much followed the new town development. Such a migration pattern has influenced the commuting patterns, expanding the Seoul Metropolitan Area into northeastern par of the Capital region. The result reveals that self-sufficiency levels of new towns have become higher over the period of $1995{\sim}2005$, indicating that new towns are gradually strengthening their economic functions and have potential to become new business centers in the future. Therefore, the policy focusing on the increase of the job-housing balance ratio and self-sufficient level in new towns will be a desirable policy alternative to solve the transportation problems in the Capital region.