• Journal of the Korean Geographical Society
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• v.48 no.4
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• pp.533-544
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• 2013

The purpose of this study is to analyze how the commuting areas in the Busan metropolitan area have been changed during 2000~2010. For this purpose, I set the boundary of the Busan metropolitan area by using linkage indicators, and analyzed the changes of the commuting areas by using factor analysis. The commuting areas in the area were divided into four subregions, including East Busan, West Busan, Gimhae/Changwon, and Ulsan. The commuting area of West Busan has been shrinking, and the commuting network structure between Gangseo-gu/Buk-gu/Sasang-gu and their geographically adjacent Gimhae/Changwon has been gradually strengthened. This has resulted from the increase of reverse commuting from West Busan to Gimhae/Changwon. Ulsan has formed an independent commuting area in the area.

• Journal of the Korean association of regional geographers
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• v.3 no.1
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• pp.13-34
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• 1997

The impact of a central place on daily living over wide outlying territory has been one of traditional subjects in the field of urban geography. The flow of rural population toward the central city of Chinju characterizes the population movement in Western Kyungnam, where the spillover of urban population into outlying areas, an especially prominent phenomenon in American society, does not occur. The central city of Chinju is supposed to be the most favored settlement area in Western Kyungnam. More than two thousands of teachers. who live in Chinju, cross the city boundary each morning to do their jobs in Western Kyungnam. But only ninety teachers living outside Chinju commute to the workplace in the city. The teachers willingly spend hours commuting each day to enjoy better quality of life in the central city. In fact, the central city of Chinju functions as bedroom communities for many middle-class workers in Western Kyungnam. On the basis of teachers' commuting behavior, four levels of Chinju's urban spheres are identified in Western Kyungnam. As Table-6 and Figure-2 show, the first-order level of Chinju's sphere includes most Myuns of Sanchung/Hadong Guns and some Myuns of Sachun/Gosung Guns. The second-order level comprises Sanchung/Sachun Eubs and many Myuns of Sachun /Gosung Guns. The third-order level is made up of Samchunpo, Hadong/Gosung/Eryung/Namhae/Habchun/Hamyang Eups, and many Myuns of Eryung/Namhae/Habchun Guns. And all of Guchang Gun and most Myuns of Hamyang Gun belong to the fourth-order level of Chinju's sphere. The influence sphere of Metropolitan Chinju is extended farther in the direction of less competition with other metropolises. Such a situation occurs to the west and south of Chinju. Daily commuting, defined as the journeys to and from work, is an excellent indicator for delimiting urban spheres of influence.

• Journal of the Korean Regional Science Association
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• v.36 no.2
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• pp.3-12
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• 2020

Recently, metropolitanization and suburbization have been occurring mainly in large cities, and spatial miss-match between residential and employment areas has increased. Spatial miss-match is different in the metropolitan cities and other metropolitan cities in Korea. Seoul and other metropolitan cities have grown to become centers of business functions, while other metropolitan cities have been transformed into residential function centers. Accordingly, The reverse commuting phenomenon is occurring in the rural metropolitan. The reverse commuting phenomenon limits the employment opportunities of specific classes among urban residents, and cause various problems such as environmental pollution and traffic congestion. Therefore, many studies on spatial mismatch and reverse commuting have been conducted, but a number of studies have been conducted on the Seoul metropolitan area, and research on other metropolitan areas is insufficient. The purpose of this study is to analyze the cause of the commuting phenomenon in the metropolitan area of the non-metropolitan area by considering spatial mismatch and understanding the reverse commutation situation in the local metropolitan area. This study is analyzed by a multi-level model and suggests the need for management of industrial location and expansion of residence in suburban.

• Journal of the Korean Society for Railway
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• v.11 no.4
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• pp.417-423
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• 2008

Transportation planners are increasingly adopting policies aimed at changing travel choices made by general commuter. Theories on the relationship between high-speed technology and transport address changes in travel behavior of regional commuter due to alterations in the Kyung-Bu railroad transportation corridor. The purpose of this paper is to examine the relationships between travel behavior and high-speed technology. The KORAIL data allows us to explore the differences between travel characteristics that are usually hard to discern by guesswork. The effects of travel time were found to be significant in the full decisions that control for commuting KTX. Although many argue that transportation behavior cannot be changed, this paper demonstrates that about 4 years of behavioral data on KTX travel show otherwise. In this paper we explore several possibilities to fill in some of the gaps in our knowledge on the expansion of commuter belt.

• Journal of the Society of Disaster Information
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• v.19 no.3
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• pp.729-736
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• 2023

Purpose: The purpose of the Activation of Public Transportation by Analysis of Factors Influencing Satisfaction of Commuting Hours in the Metropolitan Area. Method: This study analyzed the factors affecting wide-area commuting time and satisfaction for office workers who perform wide-area commuting. Result: in the case of commuting satisfaction for wide-area commuting hours by region, commuting time satisfaction was relatively low in the metropolitan area as the average commuting time was high, and commuting time satisfaction was relatively high in the non-metropolitan area as the average commuting time was low. Conclusion: In the future, the government will establish or improve express railways and wide-area buses to reduce wide-area commuting time, and build urban highways to shorten passenger car use time, which will reduce commuting time, but qualitative indicators are more important. In other words, even if commuting time is long, life satisfaction increases, so quality of life is important, and it is necessary to improve commuting time satisfaction rather than simple indicators of commuting time, so both qualitative and quantitative aspects of commuting time need to be improved.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.1D
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• pp.119-127
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• 2008

Nowaday, the local governments eager to change their transport system aiming for public transport oriented one. However, it is more important to change the land use system in the catchment areas of public transport in order to enhance its usage sustainably for the long run. This research aims to seek maximal spatial extent of the catchment areas of the Seoul Metropolitan Subway in consideration of its urban spatial structure in order to accommodate the potential users living around the subway stations. For this task the empirical data of the household travel survey for the Seoul Metropolitan Area conducted 2002 were analysed. It was founded that the walking access times to the subway stations, which can represent their spatial extents, are related to their travel times, but differently according to their given positions in the urban spatial structure. The characteristics of subway commuters also affect them with the conditions. It is to be expected that the results of this research can contribute to an enhancement of its usage by applying to land-use policies of the catchment areas.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.14 no.9
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• pp.4593-4601
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• 2013

The purpose of this study is to analyze neighborhood's land use and transit accessibility affecting residents' commuting trips through a case study of Seoul. The main data source used for this research is 2010 Household Travel Survey data from which 34,071 observations were selected as the final sample. Then a statistic analysis was carried out by applying random intercept logit model. Analysis shows that a high level of residential density, land use mix in neighborhood results in more use of subway for commuting. And higher access to subway station leads to more use of subway. Therefore, a high dense and mixed use development as well as a high accessibility to transit station can contribute to activating the use of public transportation for commuting. Finally, the walking range of subway station affecting transit mode for commuting is estimated at between 432 to 525m.

• Journal of the Economic Geographical Society of Korea
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• v.10 no.2
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• pp.167-181
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• 2007

The newly adopted Korea Geodetic Datum (a.k.a. KGD2002) calls for massive reengineering work on geospatial dataset. The main focus of our study is placed on the strategy and system implementations of the required data reengineering with a keen attention to integrated approaches to interoperability, standardization, and database utilization. Our reengineering strategy includes file-to-file, file-to-DB, DB-to-file, and DB-to-DB conversion for the coordinate transformation of KGD2002. In addition to the map formats of existing standards such as DXF and Shapefile, the newly recommended standards such as GML and SVG are also accommodated in our reengineering environment. These four types of standard format may be imported into and exported from spatial database via KGD2002 transformation component. The DB-to-DB conversion, in particular, includes not only intra-database conversion but also inter-database conversion between SDE/Oracle and Oracle Spatial. All these implementations were carried out in multiple computing environments: desktop and the Web. The feasibility test of our system shows that the coordinate differences between Bessel and GRS80 ellipsoid agree with the criteria presented in the existing researches.

• Journal of the Korean Regional Science Association
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• v.34 no.2
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• pp.49-64
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• 2018

In this study, we propose a methodology of center setting based on commuter traffic in the Seoul metropolitan area, and compared with the center setting method in previous studies. For this purpose, the center was derived by performing factor analysis and spatial autocorrelation analysis using the interregional commuting traffic for the administrative districts of the metropolitan area. In addition, we compared the results of applying each methodology of previous studies by classifying the methodologies into four categories: single index - based, multiple index - based, nonparametric, and spatial statistical method. As a result, some similar centers including major centers in Seoul were derived, but different results were obtained for each methodology and it was found that there were limitations in setting the multi sub-centers. Through this study, it can be reaffirmed that it is necessary to establish and supplement the spatial structure plan based on the new center system in the situation where the seoul metropolitan area of the polycentric spatial structure is now being discussed in the context of the urban realms.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.2D
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• pp.267-273
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• 2009

To predict the urban growth trend and to prevent the metropolitan problems, it is important to track the spatio-temporal changes in the urban spatial structure. Commuting is inevitable and regular activities emerging in the metropolitan region. Therefore, it can be a useful to examine the interregional interaction and the urban spatial change. The purpose of this study is to investigate the urban interaction between Seoul and cities around Seoul Metropolitan Region, and GIS functions helped analysis and visualized results. An analysis of current commuting data using the Gravity Model suggests that the interaction between Seoul and its peripheral cities has been intensified from 1990 to 2000 and that the urban interaction was closely related to the distance. And the southward distribution of the cities having a strong interaction with Seoul accounts for the imbalance in growing of Seoul Metropolitan Region.