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여객 유동에 의한 우리나라 교통권 연구
- 여객 유동에 의한 우리나라 교통권 연구
- Other Titles
- (AN) ANALYSIS OF TRAFFIC AREA BY PASSENGER FLOW IN KOREA ; 1967,1977,1987
- Issue Date
- 대학원 사회생활학과
- 여객 유동; 교통권; 우리나라; 교통지리학
- 이화여자대학교 대학원
- 본 논문의 목적은 여객유동에 의해 계층적으로 설정되는 교통권을 중심으로 우리나라의 지역구조를 분석함에 있다. 즉, "지역간 상호작용의 강도에 계층성이 존재하는가, 존재한다면 우리나라의 지역들은 어떻게 계층적으로 묶여나가는가?, 그리고 그 계층성의 성격은 어떠한 것인가?" 는 물음에 대한 답을 구하고자 하는 시도이다.
'흐름'이라는 지역간 상호작용의 한지표로서 본 논문에서는 시외버스 기-종점여객유동량을 선택하였으며, 분석대상으로 '67, '77, '87년의 우리나라의 육로 연결 시·군 모두를 택하였다. 연구방법으로는 인자분석의 한 방법인 higher order factor analysis를 이용하였는데 이 방법은 factor축간의 상관관계를 허용함으로써 인자간의 계층성을 확인할 수 있는 장점을 지니고 있다.
1967년, 1977년, 1987년의 3개 시점의 분석을 행하여 우리나라에는 1967년, 1977년에 2계층의 교통권이 존재했으며, 1987년에 들어서서 3계층의 교통권이 성립하였다는 연구결과를 얻게되었다.
최하위 단위인 소교통권(1차계층교통권)은 인구 5만(1967), 10만(1977, 1987) 이상, 중교통권(2차계층)은 인구 20만(1967,1977,1987) 이상의 규모를 갖는 도시가 주로 결절 중심을 이루고 있으며 최고계층인 3차계층교통권(대교통권, 1987)은 서울, 대구 광주 등 대도시 지역에 의해 지배된다.;This thesis aims at the analysis of spatial organization in our country, focussing on the flow of traffic which follows an hierarchical paradigm determined by passenger demand. That is to say ," What is the validity of the hierarchic paradigm ", and " In terms of interregional interaction , what are the characteristics of the paradigm " .
O - D passenger flow was chosen as an index of interregional interaction and is designated 'flow' and all Korean cities and counties chosen in the years 1967,1977 and 1987 concerning their road systems. Higher order factor analysis makes use of statistics and has merits which permit the correlation between various factors and which seem to confirm the hierarchical paradigm.
I extracted three tiers from points of time, 1967-1977-1987. However the third tier in the years 1967 and 1977 did not seem to confirm the hierarchical model. This fact would seem to demonstrate that up until sometime between 1977 and 1987 a second tier hierarchy , was in existance. Statistical analysis from 1987 appears to show that by that time a third tier had emerged .
A small traffic area,i.e. local traffic area, appears to be dominant in cities or towns which have populations in excess of 50,000 (1967) and 100,000 (1977), whereas large traffic areas (the third tier) are dominant in cities such as Seoul, Taegu, Gwangju. The hierarchical relationships changed as time went on . The dominant pattern in 1967 was established by the middle traffic area, which consisted of between 2 and 4 of the smaller traffic areas and between 1 and 4 of the hinterland and areas .
The hierarchical combination continued to evolve from an increasing number of middle sized traffic areas. After 1977 the third tier, which is comprised of the large urban areas was established as the dominant factor in the hierarchy.
The lowest tier, the smaller traffic area, did not undergo dractic change in the course of the development of the hierarchy because it remained a basic regional combination . The second tier on the other hand underwent large changes. Whereas in 1967 the second tier was dominated by the large cities and urban areas within the provincial borders, the continued expansion of territory by the large cities drastically changed this pattern . So that by 1987 the characteristics of the middle traffic area, which had existed until that time were subsumed by the demands of a third tier. The nesting territory of the smaller provincial towns and cities on total traffic flow was reduced.
The domain of the large cities, such as Seoul, Busan, etc. was less in 1977, but the general pattern has held true, and our country continues to be dominated by the large cities. For this reason, the middle traffic area can be used as a spatial unit that indicates the charicteristics of regional organization and ensuing change.
This thesis has tried to show the pattern of regional organization through analysis of passenger flow in our country . We can make definite conclusions based on comparative analysis of experimental data, since these data were produced independently by regional research. The indexes therefore demonstrate the patterns of interregional traffic flows.
Taking into account the fact that the subject of the analysis was greatly affected by the changes in the traffic area itself further research into the relationship of social and economic factors as they upon subject of this study is cieary indicated as being desirable.
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