• Journal of the Korean Regional Science Association
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• v.40 no.2
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• pp.75-89
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• 2024

As the problem of lowering the efficiency of urban services in small and medium-sized cities in the non-metropolitan area intensifies, the necessity of developing a railway station area is being emphasized to form a compressed urban space through regional bases. Although major station areas in large cities are being developed in the form of complex, the analysis of the development location characteristics of the small and medium-sized city station areas is insufficient. The purpose of this study is to analyze the characteristics of development project conditions and potential demand in the high-speed rail station areas across the country, identify the differences in locational characteristics according to the type of city, such as 'metropolitan city', 'large city in non-metropolitan city', 'medium and small city in non-metropolitan city', and find out the appropriate development method. As a result of the analysis, it was analyzed that the 'metropolitan area metropolitan area' has high potential demand and poor business conditions. On the other hand, in the case of the non-metropolitan area, it was analyzed that the 'small and medium-sized city station area' has good business conditions and low potential demand characteristics, and the 'large city station area' has intermediate characteristics. This suggests the need for different development methods in the development of metropolitan and small and medium-sized city station areas. The analysis results of this study show that it is desirable to encourage private participation in large-scale metropolitan station areas, which require large-scale input, to maximize potential demand, and to encourage private participation through public-led projects based on favorable business conditions or development based on regional characteristics.

• Land and Housing Review
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• v.2 no.4
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• pp.539-552
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• 2011

This research thesis measured potential housing development of 250 'subway station areas' around Seoul Metropolitain Region, with the use of added weighting and data of each indicator based on AHP. The analysis was conducted on the ranking of the development of 'subway station areas' on the basis of measurement results of potential housing development along with the analysis on characteristics of 'subway station areas' in daily life zone. Cluster analysis-oriented analytic measurement results suggested that 'subway station areas' in Seoul Metropolitain Region can be grouped into five clusters: Cluster 1 and Cluster 2 were populated with 'reservation areas' for outside and inside urban development, respectively scoring low all in housing development pressure and capacity. Cluster 3 was populated with 'development maintenance areas', scoring low in housing development pressure but high all in housing development capacity. Cluster 4 was populated with 'development facilitation areas', scored high all in housing development pressure and capacity. Cluster 5 was populated with 'development control areas' scoring high in housing development pressure but low in housing development capacity.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.1D
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• pp.141-148
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• 2011

City of Incheon opened rapid transit(urban railroad line 1) in 1999 in order to relieve traffic congestion on major arterials. This research analyzed urban space changes of each station influenced area by examining the changes of residents, industrial employees, and floor area ratios before and after the open of Incheon urban railroad line 1. Analysis of variance was applied to change of station influence area. This research found out that the types of central business and agricultural station influence area had been changed significantly after the open of urban railroad. However, the residential, semi-residential, and suburban type of station influence area had not been changed after the open of urban railroad. Thus, it is necessary to provide diverse facilities for inducing residents and employees to the station influence area of residential and semi-residential. Furthermore, the suburban type of station influence area which is difficult to develop naturally by the law of Green Belt is needed to develop station influence area simultaneously with the construction of a station building.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.32 no.1D
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• pp.61-69
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• 2012

The purpose of this study is to draw the development direction of subway adjacent area by distance through an analysis on influence factors of land value by urban spatial constitution. The method of this study is analyzing influence factors of land value by the distance of subway adjacent area by using regression analysis method with urban spatial constitution variables from advanced research and drew the difference and extent of land value influence factors by distance of subway adjacent area. The result of analyzed the influence factors of land value by distance to draw the purpose of this study, which is the direction of development by distance of subway adjacent area, the connected area has shown the development direction as high density development centrally on commercial and improvement of accessibility and decrepit status, the directly influence area shows as complexity with high density centrally on commercial and business and lastly, the in directly influence area has shown the development direction as complexity of residential and commercial, improvement of accessibility and decrepit status. This study has used land value as a dependent variable to verify the speculation of this study based on the contents, the results of the analyze and the critical points of precedent studies to draw the development direction of subway adjacent influence area by using autonomous variables from advanced research. Upon this, drew a conclusion of this study as analyze of influence factors of land value could be a reference material for development of subway adjacent area.

• 주택과사람들
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• no.6 s.217
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• pp.20-23
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• 2008

수도권 주택 부족 문제를 도심 재개발을 통해 해결해야 한다는 목소리에 힘이 실리고 있다. 최근에는 도심 역세권 개발 시 복합 용도 개발 방식을 검토해야 한다는 의견이 국토해양부에서 제기되기도 했다. 도심 복합 개발을 통해 도시에 새로운 활력을 불어넣고 있는 해외의 모범 사례들을 살펴보자.

• Journal of the Korean Association of Geographic Information Studies
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• v.16 no.2
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• pp.1-15
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• 2013

It is important to empirically investigate the typological characteristics of subway station areas considering the comprehensive elements of transit-oriented development (TOD) planning so that its implementation can be effective in attaining both increase in transit ridership and decrease in inordinate automobile dependence. This article aims to identify diverse features of subway station areas in Seoul known for good public transit system. After collecting and manipulating the measures on planning elements such as density, diversity and accessibility for TOD planning by distance-based buffer from a subway station, the article tried to interpret analysis results on their typological characteristics. They can be summarized with two conclusions. First, characteristics of landuse and public transit system can be distinctly differentiated in the Seoul subway station areas. It implies that both planning elements should have not been integrated for now. Second, the characteristics of public transit system can be divided by modes. They provide us that public transit system in Seoul needs to be more strongly integrated than current system.

• Journal of the Korean Society of Hazard Mitigation
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• v.9 no.3
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• pp.27-39
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• 2009

The 1st Incheon Rapid Transit Line opened in October, 1999. However, the current development plans for areas near stations do not involve plans for the both urban planning and transportation together. As the focus on only the aspect of installing a new transportation mode, the developments even make the problems such as reckless development and traffic congestion gets worse. It is required to analyse status of the current land uses and land use plans in the future and consider distribution of functions of the areas near stations and aims of development plans so as to harmonize the functions of each region in view of making balance in the whole city. The aims of developments of areas near stations has to focus on the study follows steps to find and suggest aims and strategies for the revitalization plan for areas near stations with considering the both transportation and land uses together. The plans for the areas near stations of the Incheon 1st Rapid Transit Line are analysed and then the features and rational strategies are derived. The impact is analysed as applying the development strategies derived from the step into the areas near the stations of Incheon 1st Rapid Transit line.

• Journal of the Korean Society for Railway
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• v.11 no.5
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• pp.504-512
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• 2008

In general, based on criteria of subway law, radius 500m from subway station is defined as SIA (Subway Station Influence Area). Therefore, in this paper, selection models of SIA are developed to identify appropriate SIA for specific legions in Seoul metropolitan city based on CHAID analysis. As a result, following outputs are obtained; (1) walking distance from subway station is the most influential factor to define SIA (2) SIAs vary with regions (i. e. Gangnam area: 767m, Gangbuk area: 452m), and (3) walking distance from subway station is influential to land price of SIA. In addition, in Gangnam, the structure of land price of the closest section has a polynomial trend curve rather than linear compared in comparison with other sections. Therefore, it is desirable for current definition of SIA (radius 500m from subway station) to be redefined to reflect characteristics of land use and walking distance according to each region respectively.

• Journal of the Korean Society for Railway
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• v.11 no.3
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• pp.216-224
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• 2008

In general, based on criteria of subway law, radius 500m from subway station is defined as SIA(Subway Station Influence Area). Therefore, in this paper, selection models of SIA are developed to identify appropriate SIA for recently developed 4 new towns based based on CART analysis. As a result, following outputs are obtained; (1) walking distance from subway station is the most influential factor to define SIA (2) SIAs vary with new towns (i.e., bundang city: 856m, ilsan sanbon city 508m, pyungchon city 495m), and (3) walking distance from subway station is influential to land price of SIA. In addition, bundang and pyungchon new town are more affected in land price and walking distance. Therefore, it is desirable for current definition of SIA (radius 500m from subway station) to reflect characteristics of land use and walking distance in the new towns.

• Proceedings of the KGS Conference
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• 2001.05a
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• pp.75-77
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• 2001