토지이용특성별 역세권 이용자의 도보거리 추정에 관한 실증분석

Abstract

교통혼잡, 에너지소비, 대기오염, 소음, 교통사고, 녹지훼손 등 많은 도시 문제가 대두되면서 지속가능한 도시에 대한 관심이 높아지고 있다. 자동차에 의한 문제를 해결하기 위해 지하철과 같은 대중교통에 주목하고 있다. 특히 지하철은 대량 운송수단으로 지하철역의 경우 교통의 결절점이며, 접근성 등의 이유로 토지이용 및 역세권의 공간구조에 주요한 영향을 미치고 있다. 이에 역을 중심으로 한 효율적인 역세권 개발에 대한 사회적 관심 증대되고 있다.

이와 관련하여 국토해양부를 비롯한 여러 기관에서는 역세권을 중심으로 대중교통 중심의 고밀복합개발을 통한 지속가능한 개발을 유도하기 위해 여러 관련된 계획을 수립하거나 시행 중에 있다.

한정된 역세권의 토지를 합리적으로 이용하기 위해서는 기존 역세권의 개발 현황 및 이용 특성 등을 분석하고 이를 반영할 필요가 있으나, 현재에는 역세권 적용 범위만 하더라도 철도법과 국토이용에 관련된 여러 법의 상세계획지침에서 역으로부터 반경 500m 이내로 일률적으로 적용하고 있어 현실성이 다소 부족하다.

토지이용특성은 사람의 활동 및 통행패턴에 영향을 주기 때문에 역세권의 토지이용특성을 파악하는 것이 필요하다. 이에 본 연구는 역세권의 토지이용 특성을 파악하여 토지이용 특성별로 역세권 범위를 추정하고 이들 간의 범위 차이가 있는지를 검증하는데 목적이 있다.

본 연구의 결과는 다음과 같다. 첫째, 토지이용특성을 반영하여 서울시 지하철역(250개)을 4개 유형(업무위주 상업혼합 역세권, 주거중심 역세권, 주거위주 상업혼합 역세권, 상업위주 주거혼합 역세권)으로 분류할 수 있었다.

둘째, 분류된 역세권 유형별로 대표역을 각 하나씩 선정하고, 설문조사를 통해 이용자의 도로거리를 조사한 후, 대표역별로 이용자의 도로거리에 차이가 있는지 ANOVA 분석을 이용하여 검토 하였다. 그 결과 강남역(업무ㆍ상업 중심)과 이수역(상업 중심) 그리고 화곡역(주거ㆍ상업 중심)과 길음역(주거 중심)은 각각 유의한 차이가 없음을 확인하였다. 즉, 역세권의 토지이용특성이 주거 중심인지 비주거 중심인지에 따라 이용자도보거리 특성에 차이가 나는 것을 확인할 수 있었다.

셋째, 거리에 따른 지하철 이용자수를 누적분포곡선으로 분석하여 역세권의 범위를 추정한 결과, 강남역은 지하철이용률 60%를 수용하는 1차 도보권은 260m, 90%를 수용하는 2차 도보권은 410m로 분석되었고, 이수역은 1차 도보권이 270, 2차 도보권이 450m로 분석되었다. 길음역은 1차 도보권이 370m, 2차 도보권이 600m로 분석되었고, 화곡역은 1차 도보권이 370m, 2차 도보권이 570m로 분석되었다. 주거중심 특성을 보이는 역세권의 반경은 550~650m정도, 비주거 특성을 보이는 역세권의 반경은 400~500m정도로 나타나는 것을 알 수 있다. 이를 통해 토지이용특성에 따라 역의 이용 반경이 다르게 나타남을 확인할 수 있었다.

역세권 개발 관련 계획 및 법제도 마련을 위한 움직임이 활발한 현 시점에서, 역세권 범위에 대한 보다 실증적인 연구는 기초적이면서도 중요한 연구이다. 본 연구는 실제 지하철 이용자들을 대상으로 하여 토지이용 유형별 역세권 공간범위의 차이가 있음을 실증적으로 규명했다는데 의의가 있다. | Sustainable urban development has increasingly received attentions since a lot of urban problems are emerging as a major issue: traffic congestion, energy consumption, air pollution, noise pollution, car accidents, and destruction of the green belt. Public transportation, especially subway, becomes a key to solve problems caused by cars. It is because subway is a mean of mass transit and are converged around subway stations. Subway also has an effect on land use and spatial structure of subway area. In this respect, there is a growing social interest in effective development in subway areas. In this regard, several organizations including the Ministry of Land have been devising or executing some related plans in order to induce sustainable urban development through Transit oriented development. Subway areas must be developed by analyzing the characteristics of land use in their catchment areas and reflecting them in order to efficiently use some limited land. However, the law concerning train and some regulations about land use are currently in practice that a 500m radius is evenly applied to access area of every subway station which is a criterion of development and plan in subway areas. They are not practical in reality. Focusing on the reality, understanding the characteristics of land use in subway areas in advance is important because they greatly influence human activities and travel patterns. Therefore, this study aims at verifying the differences in the range of catchment area by estimating the walking distances of subway users in subway areas having each characteristic of land use. The main procedures are the followings. Firstly, based on the land use pattern in the vicinity of subway station, this study checks 250 stations in Seoul except those on the 9th line (Gyeongui line), not yet opened in 2009. It classifies transferring stations into four types: business-centered & commercial-mixed, residence-centered, residence-centered & commercial-mixed, and commercial-centered & residence-mixed. Secondly, walking distances of subway users are surveyed in station which is delegated according to each type, and analyzed by one-way ANOVA. As a result, there is no difference in them between Gangnam station and Isu station, as well as between Gireum station and Hwagok station. The walking distances in residence-centered stations are different from them in non residence-centered stations. Thirdly, catchment areas are estimated by cumulative distribution curve with the rate of subway users by distance. The results show that 60% of users are willing to walk up to 260m in Gangnam station, 270m in Isu station, 370m in Gireum station, and 370m in Hwagok station while 90% of them 410m , 450m, 600m, and 570m respectively. As a result, catchment area is up to 550~650m on average from station area which has residential characteristic, and 400~500m from station area having non-residential characteristic. This shows that catchment area is different according to its land use characteristic. This study differs from other studies that it proves the difference in catchment area according to the types of land use. Keyword : Walking Distance, Catchment area, Characteristics of land use, One-way ANOVA, Cumulative distribution curve; Sustainable urban development has increasingly received attentions since a lot of urban problems are emerging as a major issue: traffic congestion, energy consumption, air pollution, noise pollution, car accidents, and destruction of the green belt. Public transportation, especially subway, becomes a key to solve problems caused by cars. It is because subway is a mean of mass transit and are converged around subway stations. Subway also has an effect on land use and spatial structure of subway area. In this respect, there is a growing social interest in effective development in subway areas. In this regard, several organizations including the Ministry of Land have been devising or executing some related plans in order to induce sustainable urban development through Transit oriented development. Subway areas must be developed by analyzing the characteristics of land use in their catchment areas and reflecting them in order to efficiently use some limited land. However, the law concerning train and some regulations about land use are currently in practice that a 500m radius is evenly applied to access area of every subway station which is a criterion of development and plan in subway areas. They are not practical in reality. Focusing on the reality, understanding the characteristics of land use in subway areas in advance is important because they greatly influence human activities and travel patterns. Therefore, this study aims at verifying the differences in the range of catchment area by estimating the walking distances of subway users in subway areas having each characteristic of land use. The main procedures are the followings. Firstly, based on the land use pattern in the vicinity of subway station, this study checks 250 stations in Seoul except those on the 9th line (Gyeongui line), not yet opened in 2009. It classifies transferring stations into four types: business-centered & commercial-mixed, residence-centered, residence-centered & commercial-mixed, and commercial-centered & residence-mixed. Secondly, walking distances of subway users are surveyed in station which is delegated according to each type, and analyzed by one-way ANOVA. As a result, there is no difference in them between Gangnam station and Isu station, as well as between Gireum station and Hwagok station. The walking distances in residence-centered stations are different from them in non residence-centered stations. Thirdly, catchment areas are estimated by cumulative distribution curve with the rate of subway users by distance. The results show that 60% of users are willing to walk up to 260m in Gangnam station, 270m in Isu station, 370m in Gireum station, and 370m in Hwagok station while 90% of them 410m , 450m, 600m, and 570m respectively. As a result, catchment area is up to 550~650m on average from station area which has residential characteristic, and 400~500m from station area having non-residential characteristic. This shows that catchment area is different according to its land use characteristic. This study differs from other studies that it proves the difference in catchment area according to the types of land use. Keyword : Walking Distance, Catchment area, Characteristics of land use, One-way ANOVA, Cumulative distribution curve