• Proceedings of the KSR Conference
• /
• 2004.10a
• /
• pp.1612-1617
• /
• 2004

This paper aims to introduce a new type of mass transit system at new cities. A new mass transit system has been analysed in terms of three view points. 1) a new mass transit between a new city and surrounding cities. 2) a new mass transit inside a new capital, and 3) a traffic center connecting a new mass transit and other modes. This paper can be utilized as a guide line in doing the master plan for new mass transit at new cities.

• International Journal of Internet, Broadcasting and Communication
• /
• v.15 no.3
• /
• pp.73-81
• /
• 2023

Globalized cities are currently showing changes due to autonomous driving (AD). It is also maximizing globalization connections in cities where autonomous mobility is as complex as AD. The purpose of this study is to reveal that cities that realize AD and mobility will grow into globalized cities. Several cities, including New York and Shanghai, have attempted and are in progress, but failed cities are increasing. Although the technology of AD and the trust of citizens are prioritized, the city that has built the city's infrastructure is expected to be a city that has succeeded in AD. This is because commercialized cities or AVs will become hubs for mobility globalization, excluding rapid climate change or AV companies, and empirical analysis has been conducted that if AVs fail in metropolitan New York due to urban complexity (population density), urban economy size (GRDP), patents, number of consumers, infrastructure public EV chargers, and road quality. It examines whether the realization of AD by region and country affects overall national innovation. As a result, even if AV succeeds in large cities such as New York, Seoul, which has a higher population density (complexity), has a negative meaning, and a more similar Tokyo has a positive meaning. It can be seen that regional research on AV should also be prioritized in large cities such as Shanghai. This means that in order for AV to be realized in each city, the construction of AI infrastructure data must be actively changed to establish globalization of cities for economic growth as autonomous mobility.

• Journal of the Korean association of regional geographers
• /
• v.17 no.5
• /
• pp.536-553
• /
• 2011

New urbanization different from the manufacturing based urban growth has been widely discussed in post-modern city, consumption city and others to reflect the urban changes in qualitative manner. Urbanization stage models consider large cities to be in mature stage, reurbanization and the stages are assumed to be experienced successively in lower sized cities. However, since the industrial restructuring implies new urbanization experiences, this study examines new urbanization in diverse aspects such as the population change and the geographic and social characteristics of commuters and migrants for the 6 large cities in Korea. Seoul follows the urbanization stages in order while other 5 large cities are divergent in their transition from the industrial city. Regional large cities reveal broad reverse commuting and selective in-migration of economically active households for better work and housing opportunities available in central cities. Similar to the consumption city thesis with enhanced cultural and recreational amenities in western cities, the widening urban residential function including housing and other services is a new urbanization characteristic of large cities in Korea.

• Journal of the Korean Institute of Landscape Architecture
• /
• v.23 no.4
• /
• pp.12-19
• /
• 1996

Urban parks, as remnant patches, of two older cities and two new towns can be analyzed by a landscape ecological approach. The index of patch shape, the dispersion of patches, the mean edge length, and the mean patch size of parks of each city are ocmpared. The findings of this study are as follows : 1) The mean edge length of urban parks of older cities is longer than that of new towns : Seoul>Suwon>Bundang>Ansan. 2) The mean patch size of urban parks in Seoul is much greater than those of other cities : Seoul> Ansan>Suwon>Bundang. 3) The index of patch shape of urban parks of older cities is greater than that of new towns : Seoul>Suwon>BundangAnsan. 4) The dispersion of patches is in the order of Bundang >Ansan>Seoul>Suwon. The new towns have relatively even distributions of urban parks than older cities. Further research is required to find out the relationship between the index of patch shape and patch interior dynamics.

• International journal of advanced smart convergence
• /
• v.13 no.1
• /
• pp.162-179
• /
• 2024

With the acceleration of China's urbanization process, the economic development and market potential of small and medium-sized cities have been constantly enhanced, with the urbanization competition having been caught in the vortex of homogenization. However, small and medium-sized cities are exposed to limited resources and funds, and therefore need to be more flexible and innovative in the strategy implementation, while urban brand communication is one of the key factors to promote the competitiveness of cities. Taking the small and medium-sized cities in China as the research objects, this study, based on the domestic and foreign theories about the brand communication of small and medium-sized cities, as well as other city-related theories, analyzes textual materials about the current situation and new changes in brand communication of small and medium-sized cities with grounded theory, reflecting on the problems in brand communication in China's small and medium-sized cities. Combining the basic elements of urban brand communication, a model for constructing brand communication strategies for small and medium-sized cities is further proposed, so as to provide the differentiated and distinctive strategies for the construction and communication of urban brands in small and medium-sized cities in China, as well as provide a new perspective and strategy on how to enhance the competitiveness and contribute to the sustainable economic development of small and medium-sized.

• Journal of the Korean Society for Railway
• /
• v.9 no.4 s.35
• /
• pp.379-387
• /
• 2006

The objective of this study is to describe the influence of railway and railway station on the change of city structure in Korea in the early 20th century. In the 1900s, railway was constructed in Japanese concessions and in new pore cities such as Incheon, Busan, and Wonsan. In the 1920s, railroad construction became related with the cities, which could produce the corps. In the 1930s, railroad also became related to the colonial industrial cities. Traditional city structure was then completely changed because new city structure was focused on not Seoul but Japan or harbors towards Japan. So Korean cities, which were netted by railway, had become the subsystem of Japan in the early 20th century. Korean cities have developed on the basis of this system until 1945. For example, the twelve main cities were chosen through the relationship with Japanese life, and the provincial office governments moved near railroad stations. However nowadays, these cities have possibilities of being international cities, such as Incheon and Busan, because of the extroversion of these cities.

• Proceedings of the KSR Conference
• /
• 2008.06a
• /
• pp.1-9
• /
• 2008

A few of new and large cities have been developed and developing at some areas surrounding Seoul, a capital city of Korea. Thus, commuters from new city to downtown are considerably increasing and the present network of road and railway will be short of transportation capacities. A special problem is that new cities are far from downtown than pre-existing new cities and the entering to downtown is required to a considerable time and cost. Therefore, a new conceptional transportation system has to be substitute with old-fashioned road and railway. This paper presents the feasibility of the deep & high-speed nonstop railway which is able to access to the downtown with ease and fast from new city. If the railway is located under deep position, indemnity cost of land will be notably down. If the railway runs with high speed and has a nonstop concept, the access time to downtown will be remarkably short.

• Land and Housing Review
• /
• v.10 no.1
• /
• pp.1-7
• /
• 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.

• Asian Journal of Innovation and Policy
• /
• v.10 no.2
• /
• pp.159-176
• /
• 2021

Over the past two decades, smart cities have been attracting attention as a means of solving urban problems and as a model for securing urban sustainability. Many studies have been conducted in various fields such as conceptual definitions, classification, new technologies, case analysis, and civic participation of smart cities. In particular, applicable technologies and their importance have been highlighted so far. However, since a city is a complex and meta-systematic space, it is the overly optimistic prospect that technology, one of the smart city components, will lead to successful smart cities. This study elucidates the impediments to driving smart cities as a case study of South Korea, a leading country in smart technology and digital transformation. We examined three comprehensive national plans for promoting smart cities and conducted focus group interviews with experts in smart cities to analyze the obstacles to carrying smart cities. We classified the thirteen impediments into technological, industrial, governmental, and social factors as a result. Some of them are generic issues in policy establishment and enforcement, while others are specific to smart cities.

• Journal of the Korean Institute of Rural Architecture
• /
• v.8 no.1
• /
• pp.101-110
• /
• 2006

During high speed economic growth period in Korea, our society has focused it's energy on the economic and social development based on the strategy of demolition and destruction of all our natural and man-made environment. In progress with that trend, our small cities in Korea also have just followed the metropolitan physical development pattern and considered that imitation of those metropolitan cities' or western cities' changes be the same meaning of "modernization". Therefore, our valuable urban and architectural heritages have been constantly destructed and that situation has been same in Anseong. Now in the new trend of environmentally sustainable urban design and at the new millenium period, we have to focus our attention on the retaining strategy of city's historicity as a city planner or an architect, and the first step for this strategy shall be to clarify the transition process of urban structure, especially of C.B.D. area of small cities since pre-industrial period.