• 농촌계획
• /
• 제18권3호
• /
• pp.165-174
• /
• 2012

Development of transportation and communication technology has affected our daily life and has caused to separate residential places from working places. Particularly in rural areas, the life zones are incorporated into larger towns or urban areas due to their lack of cultural, social and economic infrastructures. Thus, the analysis of the depended region and the life zone is important for the planning of regional revitalization programs and related project. The purpose of this study is to propose a regional dependency model (RDM) using the origin-destination(O-D) matrix of commuters and compare it with the Nystuen & Dacey model for regional correlation. The regional characteristics are analysed and our RDM were tested using the commuting data on Seoul metropolitan area(Seoul, Gyeong-gi, Incheon) and Chungchung area. The regional correlation model can only explain the determination of regional interaction without considering the direction of regional correlation but our model can show the direction of regional dependencies.

• 대한토목학회논문집
• /
• 제43권5호
• /
• pp.639-650
• /
• 2023

2018년 기준 우리나라 수도권 인구 및 GDP 비중은 49.8%와 52.2%로 OECD 주요 31개 국가 중 4번째로 높으며, 2019년 전체의 약 50% 이상이 수도권에 거주하고 있는 것으로 나타났다. 이러한 수도권 집중 현상 해결을 위해 정부는 신도시 정책으로 수도권 내 인구 균등화를 도모했고, 그 결과 수도권 내 거주 인구가 인근 신도시 및 경기, 인천으로 일부 확산하였으나, 기존 인프라로의 접근을 위해 통행이 늘어났다. 전반적인 수도권 내 통행량이 늘어난 것에 비해, 신도시 입지 선정 과정에서 지역별 예산 및 정책 차이로 발생한 교통인프라 불균형으로 이용자가 체감하는 광역교통 서비스 격차가 발생하였고, 이는 시민의 삶의 질과 직결되는 문제 중 하나로 주목받고 있다. 이러한 문제를 최소화하고자 본 연구에서는 광역 교통서비스에 대한 이용자들의 설문조사 응답 결과를 바탕으로 이동성, 접근성, 연결성 세 가지 측면에서 이용자 서비스 수준 평가를 시도했다. 이용자들의 서비스 수준이라는 정성적인 결과를 객관적으로 파악하기 위해 Rasch 모형으로 서비스 수준을 객관화 하여 동일선상에서 분석했고, 그 결과 전반적으로 이용자들이 체감하는 이동성 서비스 수준이 접근성, 연결성에 비해 낮은 것을 확인하였으며 통행별 광역교통서비스 수준 차이를 확인할 수 있었다. 이러한 결과를 토대로 향후 신도시 개발 시 광역교통 인프라 개발의 중요성과 이용자 서비스 수준을 기반으로 수도권 내 지역별 광역교통서비스 개선방안을 제언했다.

• 대한교통학회지
• /
• 제8권2호
• /
• pp.55-66
• /
• 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.

• 대한지역사회영양학회지
• /
• 제12권4호
• /
• pp.381-395
• /
• 2007

For the purposes of participation in research projects, living in a laboratory has become popular among male university students who tend to have less opportunity for nutrition education and overestimate their own health, suggesting possibilities of many undesirable practices of lifestyle and dietary habits. Therefore, this study was conducted to investigate and compare health-related lifestyle practices, dietary habits, nutrition knowledge, food preference and dietary behaviors of the male university students according to residence type. The subjects were 260 (34, 15, 44, and 167, respectively for lab-living, self-boarding, dormitory and commuting) male engineering majors in the Gyeonggi area. Self-administered questionnaires consisted of general characteristics, health-related lifestyle practices, dietary habits, fast food consumption, nutrition knowledge, preference for foods and tastes, and self-examination of dietary behaviors. Lab-living subjects showed many undesirable practices, particularly with more smokers (p < 0.05), irregular eating (p < 0.01), overeating (p < 0.05) and skipping breakfast (p < 0.01), compared to the dormitory students and more time in computer/TV usage (p < 0.05), overeating (p < 0.05), more frequent use of fast-food (p < 0.05), less nutrition knowledge (p < 0.01) and less intake of milk/dairy products (p < 0.01) and fruits (p < 0.01), compared to commuting subjects. More smokers (p < 0.05) and irregular (p < 0.01) and unrelaxed meal times (p < 0.05), compared to the dormitory group, and less intake of fruits (p < 0.01) and dietary fiber (p < 0.01), compared to the commuting group were shown as undesirable practices of the self-boarding group. Therefore, continuous effort should be made to correct undesirable health- and diet-related practices found in this study in order to improve nutritional status as well as general health by developing a nutrition education program and contents of lectures focusing on more specific problems according to each subgroup such as lab-living and self-boarding male university students.

• 대한교통학회지
• /
• 제28권5호
• /
• pp.77-87
• /
• 2010

자전거시설의 공급에도 자전거이용자가 시설이용을 기피하거나 다른 루트를 이용하여 주행하는 이유는 시설이 자전거이용자의 선호를 충분히 고려하지 않았기 때문이다. 본 연구의 목적은 자전거이용활성화정책의 주요 대상이 되는 통근시간대 자전거이용자의 통행특성과 경로선택에 영향을 미치는 요소를 분석함으로써 자전거도로의 계획 및 설계에 필요한 시사점을 도출하는데 있다. 이를 위하여 SP조사기법을 이용하여 이용자의 선호를 조사하고, 링크레벨 및 경로레벨요소로 구성된 로짓 모형을 도출하였다. 결론적으로, 본 연구에서 검토된 9개 요소가 모두 자전거도로의 루트선택에 영향을 미치는 것으로 나타났으며, 특히, 보조간선도로, 분리형자전거차로를 선호하는 것으로 나타났다. 따라서, 차선만으로 설계할 경우에는 분리공간(buffer zone)을 설치하여야 하며, 자전거차로를 설치할 경우에는 자동차의 속도를 50km/시 이하로 제한할 필요가 있다.

• 교육시설 논문지
• /
• 제22권6호
• /
• pp.3-11
• /
• 2015

Nowadays, the number of school students in rural area has decreased significantly. For this reason, there are mixed classes among students of different grades in schools in rural area. Moreover, there are several teachers who teach two and more subjects except for the major of teacher so educational environment has been deteriorated. To tackle this problem, the ministry of education has suggested merging small schools in rural area. However, some people believe that merging small schools would make educational environment more worse and would not solve this problem. To solve this problem, this research suggests that the proper solution for educational environment of merging small schools through surveying environment of merging schools.

• 한국철도학회:학술대회논문집
• /
• 한국철도학회 2004년도 춘계학술대회 논문집
• /
• pp.522-527
• /
• 2004

Nowadays, becoming wide area is going on over Seoul Metropolitan area. But urban railway, very important traffic facilities, is operated in normal operating position and it gives cause to week the function of commuting long distance. This paper is focus on studying the feasibility of rapid operation system in Seoul Metropolitan area through comparing the present state of urban railway in Seoul Metropolitan area with a case of the advanced facilities in developed country. And we develop rapid operation system in general aspect through only consideration of operation planning without improvement of facilities. Also, we come up with new concept of rapid operation system through investigation of limits of the preceding researches

• 교육녹색환경연구
• /
• 제10권2호
• /
• pp.8-19
• /
• 2011

This study is to clarify the actual conditions of school Facilities in the Rural Area. The aim of this thesis is to present the direction for Reorganization of school facilities. Research area was Uiseong, Gyeongbuk, the number of students decreased rapidly. And elementary, middle and high school facilities were surveyed. The results are as the follows; 1) After consider living zone, commuting distance, opinions of residents, it is advisable that the small size school(the number of students under 60) will be combined stronghold school. 2) In the case of relocation, first of all, should consider the characteristic of living zone, exchanging training programs between elementary and middle schools. 3) The closed school facilities will be used consistently as public facilities with priority consideration of environmental characteristic and users' demand.

• 한국농촌건축학회논문집
• /
• 제13권3호
• /
• pp.37-44
• /
• 2011

This study is to clarify the actual conditions of school facilities in the rural area. The purpose of this paper is to present the direction for reorganization of school facilities. Surbey area was Uiseong, Gyeongbuk, the number of students decreased rapidly. And elementary, middle and high school facilities were surveyed. The results are as the follows; 1)After consider living zone, commuting distance, opinions of residents, it is advisable that the small size school(the number of students under 60) will be combined stronghold school. 2)Reorganization of school facilities should be considered that the characteristics of living zone, exchanging educational program between elementary and middle schools and an integrated use of the facility.

• 농촌계획
• /
• 제23권3호
• /
• pp.121-131
• /
• 2017

Although the educational facility are an important considerations on a social equity standpoint, educational environment in rural areas has been continuously deteriorated by numerous social problems such as decreasing birth rate and increasing of local school closing. The purpose of this study is to evaluate the accessibility of educational environment in rural areas on village level. First, we evaluate physical accessibility based on legally defined commuting distance. Second, the implication of village population of potential accessibility is analyzed. Lastly, the facility centrality index of each village is estimated for assessing the relations of educational accessibility. The main results of this study are as follows; (1) The accessibility of most villages in Pyeongchang-gun is vulnerable that 81.10% for elementary school, 73.17% for middle school, and 82.32% for high school, respectively; (2) The average commuting distance per student considering estimated number of students for each educational facilities indicated 2.75km for elementary school, 4.37km for middle school, and 5.79km for high school; (3) the facility centrality index is highly correlated to educational facilities but not to village population.