• Proceedings of the Korean Institute Of Construction Engineering and Management
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• 2008.11a
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• pp.38-43
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• 2008

The purpose of this study is to secure reasonable transportation infrastructure stock for enhancing national competitiveness in Korea. National competitiveness may be defined as a country's overall capacity to create the most effective social structure, institutions and policies that allow her company within the national boundary to be more competitive in the world market. If Korea's transportation infrastructure stock is not sufficient and a connection among transportation facilities is not efficient, we should pay the social and economic cost. As a result, we worry that national competitiveness may drop. Some methods to maintain or to increase the national investment for transportation infrastructure that are suggested from this study are as follows: Firstly, we need to operate the Spcial Account for Traffic Facilities. Secondly, the investment should be focused on the facilities and districts in needs. Thirdly, PFI (private finance initiative) policy should be aimed at investing for the highly economic-valued projects.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.35 no.6
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• pp.1347-1356
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• 2015

Since 1970 transportation investment has been made rapidly, however the doubt on duplication and overinvestment of transportation facility also has been brought up. Thus the necessity for reasonable estimation of investment scale increases. In this paper various researches related to this subject are reviewed and categorized according to their methodologies, namely, the methodology using international comparison, trend of investment policy and endogenous economy development model. Based on these methodologies, AHP is applied to calculate proper investment scale. The result shows that the budget for satisfying the investment scale is estimated about 19.51~24.49 trillion won. This value is 4.28~9.26 trillion won higher than the proper investment budget established in National Fiscal Management Plan. In the future, it is necessary to establish systematic and efficient transportation investment plan by developing transportation policy model which can assess the economic feasibility, social equity and environmental soundness etc. at the same time.

• Journal of Korean Society of Transportation
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• v.32 no.4
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• pp.336-346
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• 2014

Recently interest and concern about the effectiveness of the transportation investment policy have been increasing because lots of transportation projects reflected to the National Transportation Plan are suspended or delayed during pre-feasibility study. For instance, the criticism such as overlap and deficiency in consistency in appraisal system were aroused because of the waste of budget, time and man-power etc. This is because the Korea government adopted pre-feasibility study for the purpose of efficient use of national budget, but the methodology and the appraisal contents are similar to the existing feasibility study. Also, the feasibility appraisal study was adopted in 1999 for the purpose of establishing efficient transport networks but the feasibility study has been substituting the function which should be conducted by feasibility-appraisal study. In this study, by reviewing the current situation and the purport of introducing these policies, the understanding of these policies could be increased. Then, the plans for improving the efficiency of transportation appraisal system are suggested in the context of strengthening the connectivity between these policies. This study is expected to play an important role in increasing the rationality, consistency and efficiency of transportation investment policies.

• Transportation Technology and Policy
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• v.12 no.5
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• pp.4-6
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• 2015

• Journal of Korean Society of Transportation
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• v.23 no.2
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• pp.83-92
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• 2005

We try to evaluate the stock level of Korean transportation infrastructure comparing Korean SOC stock level with those of OECD countries. In order to do so, we work on indices to show the transportation infrastructure stock levels of various countries. Among several indices, we select the effective road-extension rate per population density and the effective railroad-extension rate per population density corresponding to road and railroad. We compare Korean road and railroad stock levels with those of OECD countries, to make use of the effective road-extension rate per population density and effective railroad-extension rate per population density. We choose the Britain, Greece, Portugal, and Sweden to compare Korea because their sizes of population and territory are similar to those of Korea. Using International comparison, we arrive at the conclusion that Korean road and railroad stock levels are 63.4% and 53.2% of those of four countries respectively. In addition, we estimate the target level of road and railroad stocks and compute the target level of investments in road and railroad based on the result.

• The Journal of the Korea institute of electronic communication sciences
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• v.10 no.8
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• pp.851-860
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• 2015

Transport Social Overhead Capital refers to public utilities necessary for a nation's basic economic activities, and is divided into roads, railway, subway, ports and so on. It is important to be able to provide these SOC in the right place at the right time to enhance productivity and competitiveness of a nation. In this study, correlation and factor analysis on countries' socioeconomic and transport indicators were performed in order to understand the need for expansion of SOCs including railway, and to identify the impact they have on national competitiveness(productivity). As a result, GDP showed high correlativity(0.59~0.99) with factors such as population, land area, extension of available railroad, and road extension. Specifically, through the analysis of Russia's urban transport system and comparison between socioeconomic indices and SOCs of OECD countries, it was examined that how increasing transport infrastructure investments could enhance national competitiveness. In conclusion, opening new Light Rail greatly affects the growth of GDP followed by the increasing extension of available railroad. Furthermore, if available railroad extension is increased by 10 % from 2014, assuming high speed tram is opened, GDP will likely increase by 21.6%.

• The Magazine of the IEIE
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• v.28 no.5
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• pp.27-33
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• 2001

정부는 현재 직면한 교통문제 해결의 필요성을 인식한 후 1993년부터 대통령 직속 SOC 투자기획단에서 ITS 도입문제를 검토하기 시작하여 1997년 「국가 ITS 기본계획」을 수립히였다. 이를 토대로 정부 및 산·학·연등이 능동적으로 참여하여 ITS 사업이 추진되어 왔다. 그러나 1998년 외환위기에 직면하면서 ITS 사업에 대한 투자 감소등의 환경변화와 동시에 ITS 전문가들은 공급자 중심에서 최종 사용자 중심의 기본계획의 필요성을 제기하면서 ITS 기본계획 개정 필요성이 제기되어 더 현실적이고 융통성이 있는 기본계획을 수립하게 되었다. 이러한 배경을 기본으로 본 논문은 개정된 국가 ITS 기본계획의 내용 즉, 제공서비스, 단계별 구축계획, 단계별 예산 등을 살펴본다.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2192-2204
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• 2011

Recently, The government is actively transit road-oriented Traffic System to the eco-friendly and high-efficiency railroad-oriented transportation system for the sustainable green growth. The second plan of Nationwide Railway Network which has been officially announced rearrange to integration, multi-core, open architecture country by the railway network and integrate to the one mega city that rink an important city in one hour 30 minute. But the railroad industry is disadvantageous when it compares with the road industry on the ground that railroad industry peculiarities(a cost-benefit analysis, an environment value, etc) have not reflected in the (preliminary) feasibility study for SOC industry. The government establish Improved methodology of Rail Investment Rating System and improved preliminary feasibility study in railroad project by introduction many content(analysis periods, rate of discount, the benefits of shortening of transit hours, the estimation of traffic accident reduction benefits, investment cost of vehicle substitution and operation and maintenance cost of high speed rail) about the Improved methodology of Rail Investment Rating System. This study is intended to consideration the key content that was included in the Improved methodology of Rail Investment Rating System. In addition, the points to be considered for additional study have been reviewed in this study. We hope we will carry out make a reasonable and objective Rail Investment Rating System and to perform the railway industry of the virtuous cycle such improvement plans are reflected at a hereafter railroad section.

• Journal of Korean Society of Transportation
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• v.23 no.2
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• pp.37-50
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• 2005

This study analyzes the effect of airport investment on GRDP(Gross Regional Domestic Product) using Regional Production Function with public investment on social infrastructure. Particularly it includes the spillover effect of airport investment on the economies of neighbor regions beyond border. We estimate regional production function with the independent variable of airport investment stock using panel data with regional cross-section and time-series data. In the analysis with aggregate data of all industries, it shows the positive relationship between airport investment and GRDP which implies the affirmative effect of airport investment on regional economy in the aspects of direct and indirect spill-over effects. On the contrary, the research results of each industry do not appear to be the same. With the different characteristics of each industry, the direct and indirect effect may not be the same and the SOC investment contributes to the restructuring of regional economy by altering the industrial organizations of any specific region and its neighbors.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.36 no.1
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• pp.129-133
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• 2016

This paper insists that the accessibility and transfer facility has also to be included in railway investment because railway mode can not be, what is called, a door to door service. At present those facility are not included in the railway investment with them in negligence. Since those facility is not treated with railway system there is no room to get a budget from the central government. This paper suggests that all the measurements have to be implemented, based on the LOS (Level of Service) of accessibility and transfer at railway stations. The LOS has to be as low as reasonably practical (ALARP) which can be derived from the consensus between government and citizens. Also, a couple of procurement methods are suggested for accessibility and transfer facility separately. Finally, improvement of regulations are also suggested.