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  • 토지이용 특성별 서울시 역세권의 범위설정에 관한 연구 2013년 2월 초록보기

    저자 : 이명훈, 김수연, 엄선용

    • 대한국토·도시계획학회
    • 국토계획
    • 미리보기 미리보기
    • 원문다운 원문다운
  • 출간년월 논문제목 본문 논문초록 논문저자 저널종류
    2013년 2월 토지이용 특성별 서울시 역세권의 범위설정에 관한 연구 The purpose of this study is to categorize Subway Station Area by characteristics of land use. and to analyze spatial range of categorized Subway Station Area by development density. First, this study analyzed characteristics of land use in Subway Station Area with the cluster analysis from ratio of land use. Second, this study calculated distance between the station and blocks. Third, this study analyzed spatial range of categorized Subway Station Area based on development density by CHAID analysis. As a result of the cluster analysis, the characteristics of land use are categorized with 4 clusters(commercial-official mixed-use area, high-height housing area, manufactural area, low-height housing and Retail area). Also the 1st inflection point appeared about 300m across all the categories. And the 2nd inflection point appeared differently by category of Subway Station Area(Commercial-Official mixed-use Area : 946m, High-height Housing Area : 781m, Manufactural Area : 446m, Low-height Housing and Retail Area : 806m). 이명훈, 김수연, 엄선용 국토계획
  • 토지이용의 특성을 반영한 지역 내부통행량 추정모형 개발 2013년 2월 초록보기

    저자 : 최성택, 노정현

    • 대한국토·도시계획학회
    • 국토계획
    • 미리보기 미리보기
    • 원문다운 원문다운
  • 2013년 2월 토지이용의 특성을 반영한 지역 내부통행량 추정모형 개발 Gravity model which is used in trip distribution mainly has a weakness that the gravity model can not define an intra transportation cost(impedence function). Because the gravity model use a zone which is the basic unit of trip distribution model. Every trips are produced and attracted with the zone centroid as a center. So intra-trip is produced and attracted in one point, zone centroid. Therefore, the extra model has used to estimate the intra transportation cost or intra-zonal trip roughly. The goal of this study is a development of intra-zonal trip estimation model to overcome the limitation using 2006 transportation survey data. This study focuses on commuting trip which is representitive and distinguishing trip. This study estimates the ratio of intra-zonal trip which is different with existing study’s dependent variable using multi linear regression model that is the best model to explain between dependant variable and various independant variable. This study suggests to use intra-zonal trip rate and land use as a independant variable. This model which is comprised of the latest data in 2006 is superior than former model because gap of total volume, R2, RMSE, maximum and minimum error are improved. 최성택, 노정현 국토계획
  • 용적이양제 도입을 위한 법적 타당성과 법리구성 2013년 2월 초록보기

    저자 : 김지엽, 송시강, 남진

    • 대한국토·도시계획학회
    • 국토계획
    • 미리보기 미리보기
    • 원문다운 원문다운
  • 2013년 2월 용적이양제 도입을 위한 법적 타당성과 법리구성 The Transfer of Development Rights can be used as an useful urban management tool for, among other things, growth management, preserving landmarks, or protecting environmental quality. In Korea, there have been many attempts to adopt it; but, legal disputes as to whether it can be implemented within the Korean legal system. This paper proposes the legal framework to adopt the TDR in Korea. To do so, it analyzed laws, theories, and legal issues related to TDR. First, it revealed that the legal disputes in the previous studies resulted mainly from misunderstanding the term, Development Rights. Second, it found that TDR is not related to the fundamental concepts of the Korean property law, but it is just one of the values attached to each land property. Finally, it provides a foundation for the legal theories to implement TDR in Korea based on the Korean property laws, the Korean FAR(Floor Area Ratio) system, and the principles of the Korea regulatory taking laws. 김지엽, 송시강, 남진 국토계획
  • 연산일반균형모형을 활용한 혼잡세와 대중교통 보조금에 의한 도시의 토지이용 및 교통 환경 변화와 대기오염유발물질 저감 효과에 대한 비교 연구 2013년 4월 초록보기

    저자 : 이혁주, 서찬우, 임재빈, 정창무

    • 대한국토·도시계획학회
    • 국토계획
    • 미리보기 미리보기
    • 원문다운 원문다운
  • 2013년 4월 연산일반균형모형을 활용한 혼잡세와 대중교통 보조금에 의한 도시의 토지이용 및 교통 환경 변화와 대기오염유발물질 저감 효과에 대한 비교 연구 이 연구는 혼잡세와 대중교통 보조금이라는 두 가지 정책을 통해 도시의 교통량을 감소시킬때, 도시의 토지지용, 교통 환경, 대기오염 등에 나타나는 정책 효과를 이해하고 시각화함을 목적으로 한다. 교통정책이 토지이용 등에 미치는 효과는 장기간의 관측이 필요하므로, 본 연구는 우선 연산일반균형모형을 활용하여 수치해석적으로 접근함으로써 후속 연구의 지표가 되고자 하였다. 혼잡세와 대중교통 보조금은 모두 도시 중심부의 교통량을 감소시키는 것으로 나타났으나 도시 전역에 대해서는 그 효과가 다르다. 혼잡세는 교통비용을 증가시켜 도시민의 거주와 고용을 도시 중심으로 집중시키는 효과가 있다. 대중교통 보조금은 도시민의 통근수단을 버스로 전환하여 교통량 자체는 감소시키지만, 감소된 교통비용에 따라 도시민들이 거주와 고용을 도시 외곽으로 바꾸면서 통근거리를 늘리는 효과가 있다. 결과적으로 두 정책이 비슷한 정도로 교통량을 감소시키도록 조정했을 때, 혼잡세는 대기오염 유발을 강력하게 막을 수 있었지만, 대중교통 보조금의 효과는 크지 않았다. 반면 대중교통 보조금은 경제활동을 크게 감소키지만 않지만, 혼잡세는 도시 전역의 경제활동을 감소시킨다는 부작용이 있었다. 혼잡세와 대중교통 보조금은 도시민의 소득수준에 따라 그 반응이 달라질 것으로 추측된다. 향후 연구에서 소득수준에 따른 행태적 반응에 대한 연구가 이어지기를 기대한다. 이혁주, 서찬우, 임재빈, 정창무 국토계획
  • 가로환경과 보행밀도를 이용한 가로변 상가 토지가격 결정요소 분석 2013년 4월 초록보기

    저자 : 김기헌, 김리영

    • 대한국토·도시계획학회
    • 국토계획
    • 미리보기 미리보기
    • 원문다운 원문다운
  • 2013년 4월 가로환경과 보행밀도를 이용한 가로변 상가 토지가격 결정요소 분석 This study seeks to identify the influence of pedestrian density and the physical elements of a commercial street on the land price of roadside shops through a positive survey and analysis. In doing so, this study aims to address the shortcomings of previous studies, which have checked street design elements based only on the psychological factors of pedestrians and the traffic accessibility of streets in one or two regions. For this study, 183 points in 18 regions among typical commercial streets in Seoul were selected to survey the physical elements of the street and their influence on the pedestrian density and the land price of roadside shops. In addition, the land use zoning and the road network patterns were classified in order to compare the differences of the model according to the innate characteristics of a street. In the pedestrian density model, more significant variables were derived from the street facial elements than from the street design elements and the spatial usage elements, suggesting that the pedestrian density is greatly influenced by the business types of roadside shops, the openness and the usage of wall surface. On this basis, it can be inferred that pedestrians prefer streets with many sights, and tend to be interested in the goods displayed by shops when using commercial streets. Therefore, street activation projects need to include plans to induce pedestrians and to increase their staying time. The land price model for roadside shops also showed a difference according to street characteristics. The roadside land price in commercial zones turned out to be influenced by street facial elements such as business type, spatial usage elements and pedestrian density. On the other hand, the streets in residential zones tend to be influenced by spatial topology, walking distance, site size and business land area. On this basis, we can see that pedestrians in the central commercial zone have more interests in sights on the street than directions or recognitions. On the other hand, in the residential zone, where the people mainly use the streets for inevitable activities and special purposes, the grid street pattern with easier direction and recognition seems to have more influence on the determination of land price than the business type of shops or the street environment. The fact that the physical street elements that explain the dependent variables in the land price model according to street characteristics have different significance and influence provides an important suggestion for city design. As the local characteristics are innate to the roadside environment, the urban design should be changed according to the innate characteristics of the streets. In the projects for urban development and street environment improvement or activation, the street design should be carried out only after a close examination of street characteristics, applying the design method and main design items differently according to the street characteristics. In this study, the characteristics of a street were classified for a model, the differences of significant variables were derived, and a land price determinant model was constructed for the roadside shops by using the pedestrian density and the street's physical environment elements. This is different from former studies, which considered the pedestrian traffic of a street as the only variable in the land price determinant model. 김기헌, 김리영 국토계획
  • 조세가 이미 존재하는 정책환경에서 혼잡통행료의 일반균형적 분석방법론 2013년 6월 초록보기

    저자 : 이혁주

    • 대한국토·도시계획학회
    • 국토계획
    • 미리보기 미리보기
    • 원문다운 원문다운
  • 2013년 6월 조세가 이미 존재하는 정책환경에서 혼잡통행료의 일반균형적 분석방법론 Yu and Rhee (2011) proposed a methodology that simplifies the first-order derivative of the welfare function in the land use-transportation model a la Anas and Kim (1996). I extend their methodology into the second-best world where there are preexisting distortionary taxes. This institutional setting is what has been commonly adopted in the environmental economics of Pigouvian taxes. In this broad line of literature, however, the analytical setting is generally much simpler than the general equilibrium, land use-transportation models. As a first step, I introduce land and labor markets in the model setting of the environmental economics literature, and obtain the similar welfare-analytic results as commonly observed in the literature. 이혁주 국토계획
  • 서울시 지하철 환승역세권의 개발밀도 특성 및 실현율 영향요인에 관한 연구 2013년 6월 초록보기

    저자 : 이명훈, 조아라, 김수연

    • 대한국토·도시계획학회
    • 국토계획
    • 미리보기 미리보기
    • 원문다운 원문다운
  • 2013년 6월 서울시 지하철 환승역세권의 개발밀도 특성 및 실현율 영향요인에 관한 연구 The purpose of this study is to analyze the characteristics and influential factors of development density realization ration of the Seoul subway transfer station areas. First, this study analyzes characteristics of development density and land use. Second, subway transfer station areas are classified with characteristics of development density through portfolio analysis. Third, this study finds out the influencing factors to change the realization ratio of development density. As a result of the study, the subway transfer station area of which the legal floor is over 400% usually has strong commercial and business function. On the other hand, the subway transfer station area of which the legal floor is under 400% has strong residential function. The realization ratio of development density is affected by the elements related to the CBD area and low floor residential area in the subway transfer station area of which the legal floor is over 400%. Otherwise in the subway transfer station area of which the legal floor is under 400%, the realization ratio is affected by the elements related to the low floor residential area and commercial area. 이명훈, 조아라, 김수연 국토계획
  • 가로환경과 보행밀도를 이용한 가로변 상가 토지가격 결정요소 분석 2013년 6월 초록보기

    저자 : 김기헌

    • 대한국토·도시계획학회
    • 국토계획
    • 미리보기 미리보기
    • 원문다운 원문다운
  • 2013년 6월 가로환경과 보행밀도를 이용한 가로변 상가 토지가격 결정요소 분석 This study seeks to identify the influence of pedestrian density and the physical elements of a commercial street on the land price of roadside shops through a positive survey and analysis. In doing so, this study aims to address the shortcomings of previous studies, which have checked street design elements based only on the psychological factors of pedestrians and the traffic accessibility of streets in one or two regions. For this study, 183 points in 18 regions among typical commercial streets in Seoul were selected to survey the physical elements of the street and their influence on the pedestrian density and the land price of roadside shops. In addition, the land use zoning and the road network patterns were classified in order to compare the differences of the model according to the innate characteristics of a street. In the pedestrian density model, more significant variables were derived from the street facial elements than from the street design elements and the spatial usage elements, suggesting that the pedestrian density is greatly influenced by the business types of roadside shops, the openness and the usage of wall surface. On this basis, it can be inferred that pedestrians prefer streets with many sights, and tend to be interested in the goods displayed by shops when using commercial streets. Therefore, street activation projects need to include plans to induce pedestrians and to increase their staying time. The land price model for roadside shops also showed a difference according to street characteristics. The roadside land price in commercial zones turned out to be influenced by street facial elements such as business type, spatial usage elements and pedestrian density. On the other hand, the streets in residential zones tend to be influenced by spatial topology, walking distance, site size and business land area. On this basis, we can see that pedestrians in the central commercial zone have more interests in sights on the street than directions or recognitions. On the other hand, in the residential zone, where the people mainly use the streets for inevitable activities and special purposes, the grid street pattern with easier direction and recognition seems to have more influence on the determination of land price than the business type of shops or the street environment. The fact that the physical street elements that explain the dependent variables in the land price model according to street characteristics have different significance and influence provides an important suggestion for city design. As the local characteristics are innate to the roadside environment, the urban design should be changed according to the innate characteristics of the streets. In the projects for urban development and street environment improvement or activation, the street design should be carried out only after a close examination of street characteristics, applying the design method and main design items differently according to the street characteristics. In this study, the characteristics of a street were classified for a model, the differences of significant variables were derived, and a land price determinant model was constructed for the roadside shops by using the pedestrian density and the street's physical environment elements. This is different from former studies, which considered the pedestrian traffic of a street as the only variable in the land price determinant model. 김기헌 국토계획
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