As the problems caused by rapid urbanization and reckless urban development were raised, Transit Oriented Development (TOD), an eco-friendly and sustainable complex development centered on public transportation, is being developed in urban railway station areas in metropolitan Korea. Hence, it is deemed necessary to evaluate the development potential for areas where urban development is required and find ways to efficiently utilize the urban space. However, although the Seoul Government’s urban master plan classified the spatial structure according to the central system for balanced regional development, due to the large size of the area, there is a limit on the development area suitable for the characteristics of a small area such as a single station. This study aims to evaluate the development potential of the station area of Seoul Metro Line 2 based on the current maximum capacity of public transportation and land characteristics. Furthermore, it aims to devise a method for the efficient utilization of urban space by reorganizing the existing central system. Through the analysis, we found station areas that required further development and confirmed the need for the expansion of the central system and addition of a hub. Specifically, in the case of Dongbuk (North-eastern region), there were a total of four metro lines in Wangsimni and significant traffic demand. However, compared to four other regions, overall development indicators were low. Thus, it is necessary to have additional development based on Konkuk University and Seongsu, which have sufficient transportation capacity. This study is expected to contribute to balanced regional development by evaluating the development potential of TODs based on the current development capacity of the station area Metro Line 2 and propose a reorganization of the central system of the “2030 Seoul Plan,” the urban master plan of Seoul.

This study presents models for trip generation and distribution of car-sharing services based on So-car’s operation history data, GIS building integrated information, and public transportation information for 5 days during weekdays in Seoul metropolitan areas. Based on the trip generation model, the numbers of workers and students, total areas of commerce, business, education, and cultural facilities, as well as the density of subway stations showed positive (+) correlations, but the density of bus stops showed a negative (−) correlation. It was confirmed that the use rate of car sharing increased as accessibility to public transportation was lower in the case of outer areas of the city without subway stations. The adjusted R2 of the trip generation model for car-sharing was calculated as 0.587–0.637, thus confirming that the explanatory power of the model is high. By constructing the trip distribution model for car sharing by time zone based on the existing gravity model, the explanatory power of the model (adjusted R2) was calculated to be as high as 0.869–0.966, and the modified trip distribution model for car sharing reflected the generalization costs of taxi and public transportation. It was confirmed that as the generalization costs of taxis and public transportation increased, the utilization rate of car sharing increased.

This study presents models for trip generation and distribution of car-sharing services based on So-car’s operation history data, GIS building integrated information, and public transportation information for 5 days during weekdays in Seoul metropolitan areas. Based on the trip generation model, the numbers of workers and students, total areas of commerce, business, education, and cultural facilities, as well as the density of subway stations showed positive (+) correlations, but the density of bus stops showed a negative (−) correlation. It was confirmed that the use rate of car sharing increased as accessibility to public transportation was lower in the case of outer areas of the city without subway stations. The adjusted R2 of the trip generation model for car-sharing was calculated as 0.587–0.637, thus confirming that the explanatory power of the model is high. By constructing the trip distribution model for car sharing by time zone based on the existing gravity model, the explanatory power of the model (adjusted R2) was calculated to be as high as 0.869–0.966, and the modified trip distribution model for car sharing reflected the generalization costs of taxi and public transportation. It was confirmed that as the generalization costs of taxis and public transportation increased, the utilization rate of car sharing increased.

The aim of this research was to compare the differences in the effects of land-use characteristics on office rents by district in the Seoul office market. The three office districts in Seoul are the central business district (CBD), Gangnam business district (GBD), and Yeouido business district (YBD). There are differences in the regional characteristics; therefore, this study attempts to compare the formation factors of the net effective rent (NER) for each district in consideration of the land-use characteristics. To compare the effects of the surroundings of these three areas, the study included only large-scale office buildings representing each area. This became a problem of suitability, and ridge regression was hence conducted. From the analysis results, there were differences in the factors for rents in these three regions, and it was confirmed that the influence of the land-use characteristics was different for each region. This research confirms whether land-use characteristics affect the net effective rents of office buildings in individual areas and compares them for the differences in factors affecting office building rental rates in the three business areas. These results indicate that in calculating the rents and values of office buildings in these three regions, the microscopic characteristics of land use in the vicinity must be considered, and when establishing redevelopment or development plans in these three urban areas, the land-use characteristics must be determined according to the region.

The concept of urban vitality is a critical factor in urban areas because it affects both the quality of life and urban sustainability. Regarding urban vitality at the street level, Jane Jacobs has asserted that it is highly dependent on the physical interaction between people, which may be determined by the built environment, including density, land-use mix levels, small blocks, and so on. In addition, she explained that higher urban vitality levels would activate the “eyes on the street”, which would lead to improved safety and livability of areas. Accordingly, in this study, we investigated the factors of the physical environment that determine the mixed levels of de facto populations on an hourly basis. To accomplish this, we used the de facto population data of Seoul as measured by a mobile phone network station in 2018. In addition, we developed an index that represents the Hour-based People Mix (HPM), level by applying the entropy concept. We also examined whether a higher land-use mix level could lead to a balanced temporal mix of de facto populations at a census block level. Analytical results revealed that a significant positive relationship exists between the HPM population and the mixed levels of land use. These results are in line with Jacob’s theory that mixing land-use types increases the urban vitality level. Regarding transportation facilities, areas with denser intersections and more bus stops showed higher mixed levels of hourly-based de facto populations. In addition, the numbers of sports and medical facilities were positively associated with the level of the HPM. Results of this study have policy implications that could balance the numbers of de facto populations throughout the day and contribute to greater urban vitality.