• 대한토목학회논문집
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• 제35권6호
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• pp.1329-1338
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• 2015

본 연구에서는 서울시 지하철 분담률의 지역적 차이에 대한 원인분석을 통하여 올바른 정책적 수단을 찾기 위한 모형을 개발하고자 한다. 이를 통해 가장 영향력 있는 두 개의 변수를 찾아내어 Portfolio 분석을 실시하였다. 분석결과, 첫째, 지하철 분담률에 영향을 미치는 요인은 크게 역세권 요인과 마을버스 요인으로 나타났다. 이는 줄어들고 있는 지하철 분담률을 개선하기 위해서 역세권지역의 확장, 역사수 증설, 마을버스 노선수의 증대가 요구됨을 의미한다. 둘째, Portfolio 분석결과 지하철 연계 강화를 위한 개선유형은 역세권 중심 개선과 마을버스 중심 개선지역으로 구분되었다. 역세권 중심 개선지역은 강북구, 서대문구, 금천구, 관악구로 나타났고, 송파구와 중구는 마을버스 중심 개선지역으로 나타났다. 따라서 향후 지하철 분담률 향상을 위해서는 두 가지 측면의 주요 요인을 유형별(지역)로 적절히 고려하는 대중교통 관련 정책을 제시하는 것이 필요할 것으로 판단된다.

• 토지주택연구
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• 제10권1호
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• pp.1-7
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• 2019

This article assumes that the first newtown has declined in Korea. Urban regeneration projects should be implemented for regeneration for CBD in Newtown as well as small local cities. The purpose of this article is to analyze the character of the subway area and to suggest the key issues for regeneartion in the subway area. Especially focussing on the local important commercial function in 5 subway areas. As a result of analyzing 5 subway areas according to basic statistical data, field interviews, and legal decline diagnostic index, all five commercial districts showed decline. In particular, the decline of Baekseok Station area appears to be serious, and there is a key factor that attracts the decline of the commercial area such as the long - term building or the closure rate of each commercial area. In addition, the vacancy rate is increasing due to large distribution facilities in new cities, the entry of new floating facilities on the outskirts, and unsold new stores, and the recession is accelerating. In this way, the signs of decline in the core of the new city are enriched, but the current Urban Regeneration Act is a legal system with a policy goal of regeneration of small and medium cities in the provinces as a system to promote the function of core bases rather than the overall redevelopment of new cities. Therefore, preemptive response is needed for the regeneration in those areas.

• 한국측량학회지
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• 제34권4호
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• pp.403-411
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• 2016

This research has the purpose to develop a method to evaluate whether station’s area of influence has been formed, and verify formation of the area of influence through empirical analysis of all subway stations in Seoul. First, we created buffers of 100m intervals from 100m to 1000m, based on subway station exits, calculated the average land price of each buffer, and divided station areas of influence into 10 clusters using K-means clustering with the average land prices as values of observation. Subsequently, we have assumed a decreasing price curve from increasing distance from a nearby subway station, estimated a price curve and evaluated whether the area of influence actually exists using regression analysis of each cluster. The 10 area of influence clusters were largely divided into strong, weak, and no area of influence of subway station. The stations where the strong areas of influence are formed are mainly located in center, sub-centers, and local centers; stations where weak and no areas of influence are formed are mostly located in the adjacent areas of center or sub-centers or suburbs.

• 한국철도학회논문집
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• 제7권2호
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• pp.155-162
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• 2004

In order to account for a price variation of apartment that places near a newly constructed subway station, a spatial hedonic model was developed to examine spacial characteristics that affect a purchasing price of an apartment using a White Estimator. In particular, the paper aims to examine various effects of subway 7 construction on an apartment price in Seoul Metropolitan Area. As explanatory variables, an apartment size, distance to a closest subway station, distance to the Central Business District (CBD) of Seoul, the number of years after building, and a lagged variable of the apartment purchasing price were used. The lagged variable plays a role of representing a spatial weighted average of previous prices of other apartments that locate within 3 km from the apartment. For a precise study, an entire sample was divided into two sets, southern area and southwestern area of Seoul, and two different spatial hedonic models were estimated. Not only before and after analysis, but also with and without analysis were conducted to compare with different effects of the spatial characteristics of two areas. The results show that before the construction of the subway 7, the prices of the apartments in the southern area were more sensitive to the apartment size, the distance to a closest subway station, the distance to the CBD, and the prices of the other apartments locating within 3km rather than those in the southwestern area. After the construction, on contrast, it is found that the apartment purchasing prices in the southwestern area are more sensitive than those in the southern area due to people's expectation regarding a new development around the subway station. In addition, the prices of the apartments locating closely with a transfer station are more likely to go up by increase in the apartment size, the distance to the station, and the prices of the other apartments within 3 km. Compared with the negative effects of the distance to the station on the prices in the other models, the positive effect of the distance to the transfer station might be caused by the characteristics of commercial area in which people are not likely to live.

• 대한건축학회논문집:계획계
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• 제34권3호
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• pp.129-138
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• 2018

The purpose of this study is to analyze the daily living area of the elderly using the vast amount of travel route data collected through smart phones. In order to analyze the utilization status of the elderly into the visiting area and the living area, the subway station influence area was typed based on the number and ratio of the elderly visiting and the elderly living there. The characteristics of the elderly visiting area and the living area of the subway station area were derived by analyzing the walking route data for the three types of subway station influence areas where the elderly visit and live. First, we derive the range of visiting area and living area of the elderly near the subway station. Second, we derive the characteristic of moving distance which causes the linked walking of the elderly. Third, destination distribution and facility utilization are influenced by the subject of use, movement pattern, and facility awareness.

• 대한지리학회지
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• 제32권1호
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• pp.69-90
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• 1997

본 연구는 지하철 노선망에 따른 각 역들의 접근도를 산출하는데 있어 그래프 이론을 수정한 모델을 적용하여 접근도의 변화가 공간구조에 미치는 영향력을 분석한 것이다. 사례지역은 지하철 제 1기와 2기 노선의 증설에 따라 접근도가 상당히 향상된 건대역 주변으로, 접근도의 변화에 따른 역세권의 지가와 토지이용의 변화를 고찰하였다. 지하철 개통 전${\cdot}$후를 중심으로 지가의 상승이 두드러졌으며, 간선도로변에서의 상승율이 더 크게 나타나고 있다. 제 2기 노선의 건설로 인해 간선돌변 뿐만 아니라 지선도로변에서도 지가의 상승과 고밀도화된 토지이용이 이루어지고 있다. 환승역인 건대역의 역세권역은 상세계획지구로 설정되어있어 앞으로 고밀도화된 상업지구로 개발될 예정이다. 본 연구에서는 앞으로 새로운 강북 동부의 중심지로서의 기능을 수행해 나갈 수 있도록 보다 종합적인 개발방향을 모색하였다.

• 한국측량학회:학술대회논문집
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• 한국측량학회 2003년도 추계학술발표회 논문집
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• pp.359-364
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• 2003

Population concentration phenomenon of city need large-scale ride, and ride is important urea that develop area and is armed surrounding land utilization. but, it is difficult to evaluate effect that ride gets land utilization change and community development as quantitative. Therefore, this research evaluates change and effect of land utilization as political to subway station that is main ride of Seoul City, and chose standard and position for right place arrangement of electric railway station. Research contents analyzed subway station effect area interior and external land utilization change taking advantage of GIS's buffer function and RS's classification technique, and decide precedence at subway station establishment and chose position of subway station for effect area outside area.

• 산업기술연구
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• 제23권A호
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• pp.93-100
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• 2003

Population concentration phenomenon of city needs large-scale ride, and It is important elements that develop the circumference but, it is difficult to evaluate effects that ride gets land utilization change. Therefore, this research evaluates change and effect of land utilization as political to subway station that is main ride of Seoul City, and chose standard and position for right place arrangement of electric railway station. Research contents analyzed subway station effect area interior and external land utilization change taking advantage of GIS's buffer function and RS's classification technique, and decide precedence at subway station establishment and chose position of subway station for effect area outside area.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2005년도 춘계학술대회 논문집
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• pp.1064-1072
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• 2005

Since July 1st of 2004, a transit fare system of Seoul metropolitan area has been changed. The distinguished characteristics of the system can be described as two issues that can be summarized by distance based fare for Seoul metropolitan area and fare discount between bus and transit in Seoul city area. In Seoul city area, some existing subway users, however, complained the raised fare compared to previous fare system. An alternative, season ticket was introduced by Seoul local government in July 15th of 2004. Due to the ticket, even though periodic subway users could reduce average subway costs, the benefit of the season ticket was very limited to subway users in Seoul city area. Therefore, this study proposes a methodology to enlarge the benefit of the existing season ticket in Seoul metropolitan area.

• 한국경제지리학회지
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• 제19권3호
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• pp.423-436
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• 2016

대도시에서 도시 내 교통문제를 해결하기 위해 도시철도를 도입하는 사례가 많아지고 있다. 서울을 비롯한 국내의 여러 대도시에서도 도시철도를 운행하고 있는데, 이는 교통의 측면에서 뿐만 아니라 사회경제적으로 지역에 큰 영향을 주게 된다. 본 연구는 광주도시철도를 대상으로 도시철도 건설과 지가, 특히 역세권 내의 지가 사이의 관계를 실증적으로 살펴본다. 광주광역시 도시철도 노선 발표 이전부터 완공 이후까지의 지가 변화를 살펴보았을 때 역사와 가까울수록 높은 수준의 지가를 유지하고 있었으며 인접 도로의 폭이 넓을수록 지가도 높게 나타나는 패턴을 확인할 수 있었다. 또한 지가변동 및 용도지역 분포를 이용하여 역사를 분류한 결과 구도심과 신도심이 명확히 구분되며 도시 외곽 지역의 역사가 따로 구분되었다. 이러한 분석결과는 도시철도 네트워크를 비롯한 교통 네트워크와 지가 사이에 상관관계가 있음을 보여주며, 동시에 도시계획이 광주시 역세권 내 지가 변동과 관계가 있음을 증명해준다.