• Journal of the Korean Society of Environmental Restoration Technology
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• v.23 no.6
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• pp.1-14
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• 2020

Under the 「National Land Planning and Utilization Act」, Development Restriction Zones(DRZ) is one of the designated use district where the Minister of Land, Infrastructure and Transport deems it necessary to control urban development in order to prevent urban sprawl and conurbation and ensure a healthy living environment for citizens by conserving the natural environment surrounding metropolitan cities. DRZ was first designated around the Seoul Metropolitan city in 1971, and had been expanded to the 14 metropolitan areas across the country since 1977. The designated areas were accounted for about 5.4% of the total national land and its importance was demonstrated by contributing to control urban sprawl, curbing real estate speculation, and providing green space to citizens. However, DRZ has been repeatedly relaxed its regulations and allowed development under government. As a result, much of the green areas was damaged and several cities were merged and extended(conurbation). In particular, deregulation implemented for the purpose of securing land as part of national projects and local outstanding business(i.g. constructions of national rental housing, industrial complex, and international stadium) have caused continuous environmental damage around the metropolitan cities. In addition, the habitat fragmentation is in serious situation. Thus, the systematic plans for managing DRZ are necessary, since it is concerned that urban environment become deteriorate in the mid- to long-term. This study aims to continuously protect the urban environment from lifting DRZ. Therefore, firstly, we examined the environmental status through analyzing DRZ Management Plan which shall be drawn up by the Special Metropolitan City Mayor, the Metropolitan City Mayor or the Mayer/Do governor having jurisdiction, every five years to collectively manage DRZ. Secondly, we investigated the actual condition in DRZ based on the case study of Management Plan in Metropolitan areas(i.e. Seoul Metropolis, Gyeonggi-do, and Incheon Metropolis). Finally, we suggested the seven feasible improved political plan for managing DRZ.

• The Journal of the Korean dental association
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• v.16 no.10 s.113
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• pp.791-794
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• 1978

The authors selected socio-geographically different sample areas. The dental caries on the deciduous teeth was observed and evaluated in each sample area. And then, dft rate, dft index, dt rate and ft rate were calculated and compared. The obtained results were as follows; 1. The dft rate of the deciduous teeth was 33.28% in the metropolitan area, 19.78% in city area, 18.21% in town area, 13.48% in field area, 15.26% in coastal area, 22.11% in mountain area, and 20.37% in hot spring area. 2. The dft index of the deciduous teeth was 4.51 in metropolitan area, 2.78 in city area, 2.59 in town area, 1.95 in field area, 2.30 in coastal area, 3.03 in mountain area, and 2.85 in hot spring area. 3. The dt rate of the deciduous teeth was 66.51% in metropolitan area, 95.38% in field area, 98.94% in hot spring area, and 100% in the other areas. 4. The ft rate of the deciduous teeth was 33.48% in metropolitan area, 4.61% in field area, 10.50% in hot spring area, and 0.00% in the other areas. 6. We could not find that the some dental cares for the dental caries on the deciduous teeth of Korean children were supplied in metropolitan area, and the track of dental cares was appreciated in the field area, but no trace was indentified in the coastal, mountain, city, and town areas.

• Journal of Korean Society of Transportation
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• v.8 no.2
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• pp.55-66
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• 1990

The research deals with the establishment of transportation areas in the metropolitan cities. The purpose is three-fold ; 1) to review the existing literature : 2) to analyze the commuting (work and school) pattern and interregional movement pattern of passengers and freights ; 3) to establish the metropolitan transportation area based on the above analyses. The transportation area is defined by the analysis of trip pattern to the center city of each metropolitan area. The detailed indices for establishment are selected by the rank-size and time-distance analyses. For the operational purpose, the study defines 3 different transportation areas as follows : the first transportation area means the directly effecting region of the center city ; the second means the region with many reverse trips and development potentials ; and the third means the indirectly effecting region. It can be concluded that the first transportation area includes 10 cities and 5 counties in Seoul metropol tan region, Yangdsan-Gun, Kimhae-Gun and Kimhae-Si in Busan, Dalsung-Gun, Chilgok-Gun and Kyungsan-Gun in Daegu, Hwasung-Gun and Raju-Gun in Kwangju, and Daeduk-Gun in Daejun. These results could be expected to have many implications for the establishment of area-wide public transportation network, the metropolitan transportation decision-making bodies and others.

• Journal of Environmental Health Sciences
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• v.47 no.5
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• pp.384-397
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• 2021

Background: With volatile organic compounds (VOCs) containing aromatic and halogenated hydrocarbons such as benzene, toluene, and xylene that can adversely affect the respiratory and cardiovascular systems when a certain concentration is reached, it is important to accurately evaluate the source and the corresponding health risk effects. Objectives: The purpose of this study is to provide scientific evidence for the city of Seoul's VOC reduction measures by confirming the risk of each VOC emission source. Methods: In 2020, 56 VOCs were measured and analyzed at one-hour intervals using an online flame ionization detector system (GC-FID) at two measuring stations in Seoul (Gangseo: GS, Bukhansan: BHS). The dominant emission source was identified using the Positive Matrix Factorization (PMF) model, and health risk assessment was performed on the main components of VOCs related to the emission source. Results: Gasoline vapor and vehicle combustion gas are the main sources of emissions in GS, a residential area in the city center, and the main sources are solvent usage and aged VOCs in BHS, a greenbelt area. The risk index ranged from 0.01 to 0.02, which is lower than the standard of 1 for both GS and BHS, and was an acceptable level of 5.71×10^-7 to 2.58×10^-6 for carcinogenic risk. Conclusions: In order to reduce the level of carcinogenic risk to an acceptable safe level, it is necessary to improve and reduce the emission sources of vehicle combustion and solvent usage, and eco-car policies are judged to contribute to the reduction of combustion gas as well as providing a response to climate change.

• Journal of Service Research and Studies
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• v.2 no.2
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• pp.23-33
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• 2012

For recent years, there have been considerable changes in the employment rate of the service industry and its relative ratio. These changes vary depending on the region whether it is Seoul metropolitan region or not. According to main results of this article, the average of employment rate in the service industry has been highest in the Seoul metropolitan region. And the changes by period of the employment-rate in the service industry have increased continuously for all the time in the Seoul metropolitan region whereas they have varied in other regions. Also the relative ratio of employment rate in the service industry to total employment rate has been more higher in Seoul metropolitan region and Gangwon region than other regions, and also the changes by period of the relative ratio have more increased in these two regions than other regions. Finally, comparing metropolitan city regions with do regions for the average of employment rate in the service industry or the relative ratio of it, they have more higher in metropolitan city regions than do regions, whereas the changes by period of them have varied with each other regions.

• Journal of the Korean Professional Engineers Association
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• v.18 no.3
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• pp.1-20
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• 1985

The traffic congestion of Seoul city has been one of the most serious problems to be settled since the advent of 1970s. As a means to mitigate traffic mess, the authority concerned launched the construction of subway line 3 and 4 in 1980. The two Subway lines slated for completion by 1985 cross each other and run north-south direction, passing through the metropolitan area of Seoul city fraught with high-rise edifices and large-scale shopping centers, and, in order to reduce blasting vibration, NATM was executed for a distance of 10 Km, instead of ASSM previously employed when subway line 1 and 2 were constructed. Tunnel blastings were implemented, preceded by classifying the rocks at construction area into five categories, namely, hard rock, semi-hard rock, weak rock weathered rock and silt and by calculating their respective specific charges through standard test blastings, by employing the pre-splitting and smooth blasting with drilling patterns of burn cut type, so as not to cause damages to surface structures. Most of explosives used were the slurry of low specific gravity and low velocity, and the firings executed by the use of milli-second detonators. Empiric formula were also formulated to check blasting vibrations, based on the vibration allowable values of West Germany standard, for the application to vulnerable construction zones. Should the two lines be placed for public service in 1985, about 40% of the total traffic population of Seoul city amounting to 15 million as of 1984 is estimated to be carried by subway with no difficulties.

• Korean Journal of Veterinary Service
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• v.36 no.3
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• pp.223-226
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• 2013

To evaluate the potential risk associated with zoonotic ascarid eggs in educational facilities and public playground in Seoul city, the sand samples collected from April to December in 2011 were examined with a fecal flotation method. Of 5,066 sand samples from 1,367 playgrounds tested, 12 sands from 12 places (0.88%) had ascarid eggs. Sand samples in educational facilities were more contaminated (10/870, 1.15%) with the parasite eggs than those of public playground area (2/497, 0.4%). Fisher's exact tests were used to make pairwise comparisons between which locations were more or less similar with regard to levels of contamination. We didn't find significantly different from one another. Most ascarid eggs detected were found in the Spring. Through this study, we hope to raise awareness of contamination of playgrounds by potentially infectious ascarid ova.

• Journal of the Korean association of regional geographers
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• v.20 no.1
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• pp.30-48
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• 2014

Relying on the interaction indices - dominance index, relative strength index and entropy index, this paper analyzes the structural features of urban network in the Seoul metropolitan area with the flows of commuting, business, and freight. Analytical results show that the Seoul metropolitan urban system is vertical, size-dependent, one-way, and the highest city-dominant network rather than horizontal, size-neutral, two-way, complementary one. The network of freight flow is a little bit more symmetrical than the networks of commuting and business. However, the interaction with Seoul is still determinant in all aspects of hierarchical structure, relative strength, and symmetry of flow.

• Journal of the Korean Institute of Landscape Architecture
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• v.24 no.3
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• pp.133-149
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• 1996

The aim of this study is to compare open space planning between Australia and Korea by Local Governments Areas. Open space planning is carried out at the state and municipal level in Australia, but by metropolitan city government in Korea. This study is structured by reviewing the presemt phenomena of provision of open space in Sydney and Seoul, By measuring disparity in terms of open spaces by L. G. A. s an by comparing planning approaches between two cities, for example policy, government standards, government administration system in open space management. In this paper, the provision of parks in Sydney and Seoul are comparatively examined and geographically mapped, and multiple repression analysis is applied to measure the residuals from the line of equality. The results of this study show that, 1) During the last 1 dacade from '80 and '90. Sydney has increased the quantity of open spaces from ratio of 19.11ha/1000 to 22.33ha/1000 of parks, however Seoul decreased it by the ratio of 12.21$m^2$/person to 1012$m^2$ per person. 2) Sydney has more programs, such as Greenspace program, Metropolitan open space program etc. to increase and to distribute open spaces equally rather than Seoul which has less open spaces. 3) There exists patterned inequality in terms of open space provision in inner city and suburb between Sydney and Seoul. 4) Seoul requires more active polices to increase open spaces like Greenacre Program of New Jerrsey State, Double Open Space Pland of Tokyo or Green Space Program of Sydney.

• Journal of Korean Society for Geospatial Information Science
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• v.18 no.1
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• pp.83-88
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• 2010

This paper has analyzed Seoul metropolitan area on the basis of cluster characteristics and it is to understand the traits of each clusters. In order to modelize the area, 10 different indicators were selected among components of a city such as population, activities, land and facilities. Also through principal component analysis, similar characteristics or congenialities of the variables were derived as a common factor. The result was organized by factor score from hierarchical clustering method and as a final result, metropolitan area was clustered into five areas.