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RISS 인기검색어
- 검색키워드
- 주제어 : Station area (검색결과 22 건)
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Dasom Han 한양대학교 도시대학원 2026 국내박사
Large rail investments can reshape commuting conditions and land values, yet the magnitude and timing of housing-price capitalization depend critically on service design (speed, stopping pattern, and through-running), a station’s network role (transfer opportunities and direct connections), and implementation credibility under uncertainty. This dissertation investigates how rail-induced changes in job-center accessibility are capitalized into apartment prices in the Seoul Metropolitan Area (SMA), with a particular focus on the Great Train eXpress (GTX) and explicit comparisons to conventional heavy rail transit (HRT) and light rail transit (LRT). The study assembles a comprehensive transaction-level dataset covering the universe of SMA apartment sales from January 2006 to December 2024 (about 4.6 million observations), deflates prices to real December 2024 values, and links each transaction to apartment-complex attributes and neighborhood accessibility measures based on road-network shortest-path distances. Station areas are defined as properties within 500 meters (network distance) of the nearest rail station. To identify causal effects and their evolution over time, the dissertation codes a harmonized project-phase structure—announcement, construction, and opening—and applies event-phase difference-in-differences (DID) and triple-difference (DDD) designs to recover phase-specific station-area premia and spatial heterogeneity across Seoul versus non-Seoul jurisdictions and within-corridor segments. Results show that GTX capitalization is substantially larger and forms earlier than capitalization associated with conventional metro and LRT projects. For GTX-A, cumulative station-area premia rise sharply at the announcement stage (about 35%), increase further during construction (about 46%), and remain large after the initial opening (about 43%), whereas the pooled LRT premium after opening is modest (about 5%) and the heavy-rail benchmark line exhibits limited or even negative premia. More broadly, capitalization begins well before service starts, consistent with forward-looking valuation: announcement effects reflect expectation formation, construction tends to amplify effects as perceived deliverability improves, and opening primarily validates and adjusts earlier premia rather than initiating them. For pooled GTX, Seoul–non-Seoul DDD estimates indicate that announcement-stage station-area premia are small and slightly negative (about −2% in Seoul and −5% in non-Seoul), while construction-stage premia are similar (about +12% in Seoul and +13% in non-Seoul). Within GTX, capitalization is highly uneven across corridors and directions: GTX-A’s southern segment shows large premia from announcement to opening (announcement +49%, construction +41%, opening +37%), whereas the northern segment responds little at announcement (about 0%) and only shows meaningful catch-up after construction (+24% at construction and +23% at opening). GTX-C shows moderate premia in the southern segment (+17% at announcement and +17% at construction) but delay‑ and uncertainty‑linked discounts in the northern segment (−26% at announcement and −18% at construction). GTX-B (west vs. east) exhibits small discounts in the western segment (−5% at announcement and −4% at construction) while the eastern segment is near zero at both stages. T