지원사업
학술연구/단체지원/교육 등 연구자 활동을 지속하도록 DBpia가 지원하고 있어요.
커뮤니티
연구자들이 자신의 연구와 전문성을 널리 알리고, 새로운 협력의 기회를 만들 수 있는 네트워킹 공간이에요.
초록· 키워드
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The study investigated the trip characteristics of commuters in Kyeonggi-do by the activity time and space. The life-cycle was divided into six stages by the house characteristics, which were the unmarried youth, the family forming, the child rearing, the child independence, and the elderly stages. The definition of trip chain was also applied.
According to the elementary analysis, the commuters appeared to have different trip characteristics based on circumstances of individuals and houses for each life-cycle. In addition, as to the trip chain types, the simple chain trip which was a two-way trip (home-workplace-home) covered 79.9% of the whole, indicating that other trips besides the commuting trip are rarely taken place. Cycle and Stop which would tell the trip characteristics of an individual each day were turned out to have a difference according to the life-cycle while no differences were found between sex. More the commuters transfer lower the public transportation use rates, which meant that people would use cars more frequently. For the car use rate according to the life-cycle, the unmarried youth and the elderly were told to have relatively low results, telling that possessing a car is connected to the monthly family income. The average amount of time that the commuters in Gyeonggi-do would participate in any physical activities was 11 hours and 10 minutes. Stage 2 (the family forming) was proved to have the longest living activity time which was 10 hours 33 minutes. This is 1 hour and 30 minutes longer than the average time, 9 hours, according to the full-time system.
The activity time including the living, maintaining and hobby time and the total trip time of the Gyeonggi-do commuters were analyzed by Cox proportional hazard model to find out influential factors to the activity time. The presumed model was significantly deduced within the significance level of p<0.01. The activity time was proved to be closely related to the circumstances of an individual and a family.
According to the elementary analysis, the commuters appeared to have different trip characteristics based on circumstances of individuals and houses for each life-cycle. In addition, as to the trip chain types, the simple chain trip which was a two-way trip (home-workplace-home) covered 79.9% of the whole, indicating that other trips besides the commuting trip are rarely taken place. Cycle and Stop which would tell the trip characteristics of an individual each day were turned out to have a difference according to the life-cycle while no differences were found between sex. More the commuters transfer lower the public transportation use rates, which meant that people would use cars more frequently. For the car use rate according to the life-cycle, the unmarried youth and the elderly were told to have relatively low results, telling that possessing a car is connected to the monthly family income. The average amount of time that the commuters in Gyeonggi-do would participate in any physical activities was 11 hours and 10 minutes. Stage 2 (the family forming) was proved to have the longest living activity time which was 10 hours 33 minutes. This is 1 hour and 30 minutes longer than the average time, 9 hours, according to the full-time system.
The activity time including the living, maintaining and hobby time and the total trip time of the Gyeonggi-do commuters were analyzed by Cox proportional hazard model to find out influential factors to the activity time. The presumed model was significantly deduced within the significance level of p<0.01. The activity time was proved to be closely related to the circumstances of an individual and a family.
목차
[표지]
[머리말]
[연구요약]
[Abstract]
[차례]
표차례
그림차례
[제1장 서론]
제1절 연구배경 및 목적
제2절 연구범위 및 방법
[제2장 이론적 고찰]
제1절 기존문헌 검토
제2절 콕스비례해저드 모델(Cox proportional hazard model)
제3절 경기도 통근자 생애주기 구분
제4절 분석자료 개요
[제3장 경기도 통근자 활동행태 탐색적 분석]
제1절 생애주기별 가구특성 분석
제2절 통근자의 활동특성 분석
제3절 영향변수 개요
제4절 소결론
[제4장 활동시간 영향요인 분석]
제1절 활동시간 모형
제2절 통행시간 모형
제3절 소결론
[제5장 결론 및 시사점]
제1절 연구요약 및 결론
제2절 시사점
[참고문헌]
[부록]
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UCI(KEPA) : I410-ECN-0101-2014-300-003679218