• Journal of the Korea Academia-Industrial cooperation Society
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• v.11 no.12
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• pp.5191-5198
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• 2010

Although numerous studies have analyzed the relationship between subway travel demand (STD) and various characteristics of subway catchment area (SCA), a few studies examined the relationship between STD and the structure of pedestrian networks within each SCA. Hence, this study evaluates the structure of pedestrian networks within 79 SCAs in the city of Busan using Space syntax and investigates the relationship between STD and several characteristics of SCA including the spatial structure of pedestrian network. The analysis results show that the spatial integration of pedestrian networks within the SCAs, which represents the magnitudes of walking accessibility to subway station, is positively associated with STD among the three spatial indexes such as integration, connectivity, and intelligibility. In addition, the results show that STD significantly increases as the number of travel gathering facilities and the average floor area ratio within the SCAs increase. This study ultimately corroborates that designing the grid pedestrian network and assigning the travel gathering facilities to the compact buildings within SCAs are needed to ameliorate the spatial structure of SCA in the city of Busan as transit-oriented development system.

• Journal of Cadastre & Land InformatiX
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• v.50 no.2
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• pp.5-20
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• 2020

This study analyzed the effect of social, economic, and physical improvement in urban regeneration projects using difference in difference method in Busan and Cheongju City, utilizing population, regional economic, and old building data. The results of analysis indicated that the urban regeneration project had no effect on the social, economic, and physical improvement of the project area comparing the neighboring areas. In other words, at the end of the urban regeneration project, the business performance was not evident. Therefore, it is difficult to expect social, economic, and physical improvement if the urban regeneration project does not consider the linkage with the detailed project composition. In particular, it is necessary to carefully select detailed projects that meet the purpose of the project when establishing urban regeneration plans in the future.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.773-790
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• 2009

The Korea high speed train was launched from Seoul to Busan of 1st construction phase at 1st April, 2004. This huge project will be lead to a great change in korean society such as existing mode choice behavior change and the concentrating on KTX station zone lifestyle pattern's change. With the result to opening high speed train railway was diminished train journey time between Seoul to Busan from 4 hours 10 minute to 2 hours 40 minutes, and has been change population movement, favorite location of corporation headquarters, existing metropolitan transportation pattern and so on. In the middle of this study, I choose to analyse Seoul-Cheonan/Asan stations, Seoul-Deajeon stations, Seoul-Deagu stations, Seoul-Pusan stations. This study have a information to analyse among as like movement of population, status of employee structure, usage of land, movement inland transportation mode. I sure that this study will lead to helpful prediction both 2nd phase of Kyoung-bu high-speed railway and Ho-nam high-speed railway in advance.

• Smart Media Journal
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• v.13 no.2
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• pp.108-121
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• 2024

In the IT industry, the complexity and volatility of corporate networks are gradually evolving, and concurrently, the significance of corporate networks is increasing. Previous research has employed network analysis to scrutinize inter-corporate trade relationships for strategic and policy making. However, previous studies focused on the overall network structure from a macroscopic perspective, presenting limitations in applicability at the individual IT corporation level. This study develops a novel research model incorporating sector and region-level network analysis based on connection strength, along with the derivation of a composite node centrality indicator. Using this methodology, we analyzed corporate networks across nine metropolitan areas using IT corporate transaction data. The results means that cities with a manufacturing base, such as Incheon, Busan, and Daegu, have recently established cooperative networks with IT companies. We also found that in the IT industry in Gwangju and Daejeon, certain companies dominate the transaction network.

• The Journal of the Korea Contents Association
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• v.21 no.3
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• pp.157-171
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• 2021

The purpose of this study is to assess the smart city for major cities in Korea. The assessment indicators are based on the STIM structure (Service, Technology, Infrastructure, and Management Layer Architecture) of the Multi-Layered Smart City Model. Assessment indicators are established through smart city concepts, case analysis, big data analysis, as well as weighted through expert AHP survey. For the assessment, seven major metropolitan cities are selected, including Seoul, and their data such as KOSIS, KISDISTAT from 2017 to 2019 is utilized for the smart city level assessment. The smart city level results show that the service, technology, infrastructure, and management levels were relatively high in Seoul and Incheon, which are metropolitan areas. Whereas, Busan, Daegu, and Ulsan, the Gyeongsang provinces are relatively moderate, while Daejeon and Gwangju, the South Chungcheong region and the Jeolla provinces, were relatively low. The overall STIM ranking shows a similar pattern, as the Seoul metropolitan area smart city level outperforms the rest of the analyzed areas with a large difference. Accordingly, balanced development strategies are needed to reduce gaps in the level of smart cities in South Korea, and respective smart city plans are needed considering the characteristics of each region. This paper will follow the literature review, assessment index establishment, weight analysis of assessment index, major cities assessment and result in analysis, and conclusion.

• Journal of the Korean Institute of Landscape Architecture
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• v.38 no.2
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• pp.75-93
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• 2010

Seen topographically, Busan is a city that is coastal and hilly. In the city, most parks have been formed around mountain areas that are not so useful. They also are unbalanced in location among different regions of the city. The purpose of this study is to find how to manage urban parks towards green network promotion. For the purpose, this researcher first analyzed physical and environmental characteristics of urban parks located within the main living spheres of Busan. Then, the researcher examined interactive relations between those parks and downtown areas surrounding them to classify types of the parks. In association, the researcher classified the entire of the city into inland and coastal regions. And the researcher examined mountainous and hilly urban parks that were 150 to 300 meters above sea level in the former region and 100 to 150 meters above sea level in the latter. Findings of the study can be summarized as follows. The above examination found that parks of Busan feature physically penetrating and overlapping with downtown areas of the city. How well the green zones of Busan in form of urban park are inter-connective and influential to each other heavily depends on shapes and functions that the downtown areas of the city have. In this study, urban parks of Busan were grouped according to their types and then analyzed. Based on results of the analysis, the researcher tried to find how to increase the utility of another urban parks that are expected to be formed and how to promote so-called the green network that integrates greens. Considering findings of the study, the researcher would make the following suggestions. In case of forming an urban park in a gently sloped green zone which is easily accessible and noticeable, it's important that the park should include a stream to which another green zone is converged or, if the park is located near a costal area, contribute to promote urban functions and openness. While, in a high-altitude green zone, it's more effective to form so-called the green way that consists of some limited usable site of the zone and greens behind it and then form a hub of regional community at the intersection between the main road and main gate to the urban park, contributing to the green network promotion.

• Journal of Korean Society of Rural Planning
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• v.16 no.4
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• pp.61-75
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• 2010

Daily living area can be delimited differently depending on what area is to be focused. Based on regional interaction, the present study empirically analyzed the difference between living areas focusing on rural area and ones relying on urban area. We established two types of living areas in Busan-Ulsan mega city with different focus areas (rural versus urban), using travel OD data (2006). According to the result, the fonn of spatial clusters in urban living area differed from that of spatial clusters in rural area; the boundaries of living area were not fit to those of administrative areas in both types; and living areas in both types tended to extend over more than two administrative areas. The results cast some implications concerning spatial planning and policy for living area delimitation. First, since the spatial structure and interconnection of urban area differs to those of rural area, it is required to delimit living areas discriminatively depending on the objectives of the spatial plan. Additionally, the living area should be established more specifically and systematically by further subdividing the form of spaces depending on the objectives and types of the plan. Second, the administrative areas should be consolidated now that the difference of boundaries of administrative and living areas lead to inconvenience of residents, increased administration costs and scale diseconomy. Lastly, the living areas should be delimited by the metropolitan or mega city planning and thus be reflected to its offsprings.

• Journal of the Korean Association of Geographic Information Studies
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• v.20 no.3
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• pp.80-89
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• 2017

Due to urban growth and increasing population density, many large cities contain building forests. Moreover, due to increasing demands for pleasant residential environments, there is growing concern over the encroachment of sunshine. Although research on related laws and other related fields is emerging, there is a limit to the extent to which the public can easily determine the amount of sunshine per building without referral to specialized agencies. Therefore, in this study, the duration of sunshine per building object was calculated via a simulation of urban shaded area using a spatial information open platform application programming interface. The study area was the'L'apartment complex located in the new city, Haeundae, Busan, China. To perform the duration of sunshine simulation for three-dimensional urban spatial objects, the building height was extracted from pre-built three-dimensional spatial information data, and the position of the sun was determined from calculations of the altitude and azimuth of the sun. This study provides a more precise and easier method of judging whether sunshine is impeded from reaching buildings by quantitatively analyzing sunshine and classifying the total duration of sunshine and the continuous duration of sunshine on each object.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.1D
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• pp.17-25
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• 2010

In Korea, the importance of walking has not been stood out in relief because of the rapid increase of a car on a drastic economic growth in the past half a century. Walking has failed to be recognized as a traffic measure or one of basic human rights. Therefore this study brings up problems of weakened walking right from increase of cars and examines reinforcing policies for walking right of advanced countries. And this study presents institutional devices for introducing walking safety measures of advanced countries reflecting pedestrian satisfaction and opinions about walking right. The results of this study are, First, pedestrians' walking liberty is guaranteed, Second, how to repair walking environment is searched and practical measures are analyzed to find out what is applicable to Korea, can reduce pedestrian accidents and is wanted by pedestrians using GAP analysis and Structural Equation. Third, basic data for upcoming selection of policies are presented by analyzing pedestrian satisfaction assuming that selected measures are operated.

• Journal of the Economic Geographical Society of Korea
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• v.23 no.1
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• pp.1-17
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• 2020

The study aims to identify economic interdependencies between regions and define functional economic areas of Korea by analyzing inter-firm transaction networks. Previous research has relied on pre-given administrative boundaries or cultural homogeneity and used data such as commuting, population movement, and cargo flows which could not fully explain economic activities. To overcome the limitations, this study applies a community detection method to inter-firm transaction networks derived from the CRETOP+ database of Korean corporate data. The novel dataset and the network analysis enables us to identify Korea's functional economic areas based on actual inter-firm linkages. The result shows that there are six to seven economic blocs in the networks as of 2018. In particular, one huge economic bloc is formed integrating the Seoul metropolitan area, Chungcheong, and Gangwon provinces. Meanwhile, North Jeolla and South Jeolla provinces form two economic blocs separately rather than being tied up in one bloc due to the low frequency of transactions between each other. The two big economic blocs of Daegu-Gyeongbuk and Busan-Gyeongnam exist, and interestingly, Ulsan, Gyeongju, and Pohang form a separate middle-sized bloc across the administrative boundaries. The results reveal that the future balanced national development policies should be implemented based on functional economic areas derived from empirical data.