• Proceedings of the KSR Conference
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• 2003.05a
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• pp.257-262
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• 2003

Now, the population and economical power is deeply concentrated to Seoul-metropolitan region, therefoere the provinces is so lagging behind and the country cannot get balance development. And, like metropolitan region, the more outer the living area of local wide-area city is spreading, the more serious wide-region transportation problems are. But the railroads near wide-area city fun seldom commuter train, so they cannot absorb the transportation demand of wide-area city metropolitan region. To solve above transportation problem, local wide- area cities try to make a subway or a light rail transit. But it is so difficult because the limit of public finance and original small capacity of light rail. In the paper, I propose 'Local city wide-area electric railways' system of the consortium of 'Local wide-city and province transportation union', Korean National Railroad (KNR) and local capital. A 'Local wide-city and province transportation union' operates commuter railways directly using the facilities of KNR, and local capital invests to the stations of above railways system. Therefore the commuter railway system around local wide-city region will be constructed quickly and the stations will be the strong point of local development and investment.

• Journal of the Korean association of regional geographers
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• v.21 no.3
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• pp.450-460
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• 2015

Metropolitan-wide economic region policy which was enforced by Lee Myeongbak government was a timely policy at least to Dongnam region. However, examining the activities and outcomes of Dongnam Regional Development Committee, there are many doubts about the policy as metropolitan-wide governance. Dongnam Regional Development Committee had many operational problems. It had few independent labor force and low budget. Also its authority was limited. Above all, its purpose and function was unclear. As a result, the policy was abolished as new government suceeded. Henceforth Dongnam region needs metropolitan-wide governance for metropolitan-wide economic development. If an organization which supports industrial and regional development of Dongnam region would be reestablished, the orientation of governance has to be determined. In this case, the main function of the organization would be researching about Dongnam metropolitan-wide economic region, and suggesting and recommending metropolitanwide development strategy. For the benchmark of the organization, Metropolitan Planning Organization of the US, Joint Venture at Silicon Valley and Regio Randstad of the Netherlands would be appropriate. Above organizations receive budgets from central and regional government and private sector. They research about regional economics and urban development which is comprehensive and metropolitan-wide and could not be done by local government alone.

• 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 the Economic Geographical Society of Korea
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• v.9 no.3
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• pp.297-317
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• 2006

This article is aimed to find a more successful way to build a metropolitan-wide governance for enhancing industrial cluster in South-East region, Korea. We begin a research with reviewing a current study of regional cluster and its governance. New industrial system and agglomeration changed regional growth theory and urban system. In traditional system, a central city dominated economy of the metropolitan area. However, with development of new transportation and communication technology, a central city lost their superiority to suburban cities. In other words, growing competition between central and suburban cities changed traditional concentration and diffusion theory of urbanization which dominated urban geography for last decades. Next, current situation of development of industrial cluster in South-East region is examined to suggest policy for more competitiveness. South-East region has grown as the most prominent cluster of mechanical engineering and metal industry in Korea since the late 1970s. In the form of agglomeration and network of a specific and its related industry, South-East region has formed a linear industrial belt along with the inter-regional South Coast Highway and contain about ten industrial cities. Accompanying with this growing South-East region, a problem has risen from geographic mismatch between metropolitan-wide industrial cluster and its administrative boundary. Since industrial cluster has no specific administrative boundary, adequate government support for developing industrial cluster has not been provided. Responding to the problem, academics and policy makers maintain need in establishing a metropolitan-wide governance for supporting a cluster. At the end, this paper provides some implication to planners and policy makers.

• Journal of Agricultural Extension & Community Development
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• v.19 no.3
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• pp.649-672
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• 2012

The government established Special Accounts for Balanced National Development in 2005, and the Metropolitan Council has enacted and executed ordinance relevant to special accounts to relieve regional unbalanced growth and to promote regional balanced growth. This study derived a political implication through the comparison analysis of the background of establishment and its purpose, the selection criteria of support target, finance scale and tax revenue finance, appropriation target and finance distribution, etc. on the basis of Chungcheongnam-do Special Accounts for Balanced Development and Jeollabuk-do Eastern part Special Accounts among the special accounts implemented in metropolitan council. The major conclusions of this study are as follows. First, the transition from the concept of balanced development to specialized development is necessary for the development of distressed region. Second, the pure wastefulness ratio of the local government's tax revenue finance of special accounts designed concentrating upon special accounts for Wide-area Autonomous Communities development should be gradually expanded. Third, Special Accounting budget should be supported to promote specialized development through the selection and concentration centering around comparatively advantageous resource within the region. Fourth, the strategic special accounts budget application system of cities and counties to utilize the projects of the government and the province to achieve the goal of cities and counties should be prepared.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.1
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• pp.297-304
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• 2013

Due to its excessive $CO_2$ emissions, road transport sector becomes a target for emission reduction strategies. Although precise and reliable emissions inventories are necessary for evaluating plans and strategies, developing the region-wide inventory is a difficult task mainly because of a lack of data including travel patterns and modal volumes in the reginonal context. Most existing inventory methodologies employ fuel sale data within the target region, which ignores actual regional traffic patterns and thus not suited to its geographical context. To overcome these problems, this study develops region-wide $CO_2$ emissions inventory methodology by utilizing the Korea Transport DB (KTDB). KTDB provides a number of useful information and data, such as road network with which one can identify in and out trips over the entire region, traffic volumes of various modes, distance of travel, travel speed and so on. A model of equations that allow the computation of volume of $CO_2$ emitting from the road transport activities within the target region is developed. Using the model, numerical analyses are performed for the case of Busan Metropolitan City to demonstrate the applicability of the developed model. This study is indeed exploratory in the sense that using the existing data, it develops the $CO_2$ emissions inventory methodology which can produce better results than those from conventional fuel sales methodology. This study also suggests further reresarch directions to develop more refined methodologies in region-wide basis.

• Journal of Korean Society of Transportation
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• v.24 no.7 s.93
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• pp.15-25
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• 2006

This study was to investigate the impact of region-wide travel pattern on local fiscal capacity in the Seoul metropolitan area. The study adopted both factor analysis and regression modeling for it, while using fiscal-and travel-related variables as well as urban characteristics determining travel patterns. We used the former method to compress independent variables of travel and urban characteristics because of strong correlationship between them. Four factors identified by the analysis output were adopted in regression models with some dependent variables representing local fiscal capacity. Their results resulting from both analyses showed that local fiscal inequality within the metropolitan area is driven by region-wide travel Patterns such as total trips. inner trip ratio, and the ratio of trips from and to the Seoul city.

• Particle and aerosol research
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• v.7 no.3
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• pp.99-108
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• 2011

To establish area specific control strategies for the reduction of the ozone concentration, the Ozone Isopleth Plotting Package for Research(OZIPR) model has been widely used. However, the model results tend to changed by various input parameters such as the background concentration, emission amount of NOx and volatile organic compounds (VOCs), and meteorological condition. Thus, sensitivity analysis should be required to ensure the reliability of the result. The OZIPR modeling results for five local government districts in the Seoul Metropolitan Area (SMA) in June 2000 were used for the sensitivity analysis. The sensitivity analysis result showed that the modeling result of the SMA being VOC-limited region be still valid for a wide range of input parameters' variation. The estimated ozone concentrations were positively related with the initial VOCs concentrations while were negatively related with the initial NOx concentrations. But, the degree of the variations at each local district was different suggesting area specific characteristics being also important. Among the five local governments, Suwon was chosen to identify other variance through the period from April to September in 2000. The monthly modeling results show different ozone values, but still showing the characteristics of VOCs-limited region. Limitations due to not considering long range transport and transfer from neighbor area, limitation of input data, error between observed data and estimated data are all discussed.

• Journal of the Society of Disaster Information
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• v.19 no.3
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• pp.729-736
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• 2023

Purpose: The purpose of the Activation of Public Transportation by Analysis of Factors Influencing Satisfaction of Commuting Hours in the Metropolitan Area. Method: This study analyzed the factors affecting wide-area commuting time and satisfaction for office workers who perform wide-area commuting. Result: in the case of commuting satisfaction for wide-area commuting hours by region, commuting time satisfaction was relatively low in the metropolitan area as the average commuting time was high, and commuting time satisfaction was relatively high in the non-metropolitan area as the average commuting time was low. Conclusion: In the future, the government will establish or improve express railways and wide-area buses to reduce wide-area commuting time, and build urban highways to shorten passenger car use time, which will reduce commuting time, but qualitative indicators are more important. In other words, even if commuting time is long, life satisfaction increases, so quality of life is important, and it is necessary to improve commuting time satisfaction rather than simple indicators of commuting time, so both qualitative and quantitative aspects of commuting time need to be improved.

• The Journal of the Korea Contents Association
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• v.16 no.7
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• pp.348-358
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• 2016

This study reveals a change in the growth cycle of metropolitan with analyzing the population of Seoul metropolitan area and identifies the characteristics of each urban area. For this, the exponential growth of the city, Roxy index, which in recent years been actively studied in Japan, has applied. As a result, the entire metropolitan area and central areas, and the southern region are about to move to the accelerating centralization phase. In the phase of suburbanization are highly likely to turn into the new phase of regression phase. In addition, the northern and eastern suburbs are currently in progress with the accelerating decentralization phase and are expected to be converted in the decelerating decentralization phase. Through this implication in Seoul metropolitan area, it is necessary to carry out the policy responses about regional maintenance by connecting to the changes in direction and speed of cycle phase of city. The results of this study can be used as basic data to determine the long-term future growth and decline of the metropolitan area.