• Korean Journal of Construction Engineering and Management
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• v.17 no.5
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• pp.120-129
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• 2016

The user cost is an important analysis item which should be considered together with life-cycle of facility, administrator cost and discount rate in LCCA for efficient asset management of SOC facilities. Especially, a significant delay cost occurs often for users in the road field due to a work zone for cleaning and maintenance, and in such case, the administrator should consider the administrator cost as well as the user cost for more rational decision making. However, the user cost has not been considered in most decision making steps until recently and relevant studies also have not been carried out actively. In this study, the methodology to estimate the user cost and delay cost required in the decision making step using the traffic flow model and the direct benefit estimation model in the traffic facility investment evaluation guideline is suggested. And, the traffic flow model was estimated on 4 national highway sections where maintenance was actually carried out in 2014 using VISSIM and, the user cost and the delay cost were estimated based on the suggested methodology. The analysis result showed that the average user cost of $17,569,000KRW/km{\times}day$ occurred on Section A with approximately 30,000 AADT before a work zone occurred, and in case the first lane was blocked for maintenance, the delay cost of $10,193,000KRW/km{\times}day$ (158%) on average occurred additionally. The delay cost of $1,507,000KRW/km{\times}day$ (115%) and $1,985,000KRW/km{\times}day$ (119%) occurred on Sections B and D with approximately 20,000 AADT respectively and the delay cost of $262,000KRW/km{\times}day$ (105%) occurred on Section C with approximately 10,000 AADT. This result of this study was estimated based on the simulation of traffic flow model so that there is a limitation in its actual application. A study ot develop a highly appropriate model using actual observation data and improve the possibility to apply it through the verification using the simulation will be necessary in future.

• Korean Journal of Heritage: History & Science
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• v.42 no.1
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• pp.188-209
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• 2009

Dangsan forests had been established by local residents several hundred years ago. They were disturbed in various ways, but still remain in many villages where dangsan festivals are held every year. Although the remaining Dangsan forests represent korean rural cultural landscapes, their characteristics still remain to be uncovered. The objectives of this study were to understand the three elements, Dangsan tree (Divine tree), shrine and stone tower, and to investigate the culture at inland areas and seashore areas relation to Dangsan forests. Twenty cases of Dangsan forests at inland areas and twenty at seashore areas were investigated. There were nine shrines and six stone towers found out of twenty inland Dangsan forests. Fifteen shrines were found out of twenty seashore Dangsan forests. Stone tower was not found at seashore areas. Fifteen events of dangsan festival were investigated. Dangsan festival appeared to have played an important role to preserve Dangsan forests. Based on the findings of this study, Dangsan forests are, as landscape elements at inland and seashore areas, proved to have a potential for the improvement of cultural and natural landscapes in the country.

• Journal of the Korean Association of Geographic Information Studies
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• v.5 no.3
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• pp.107-117
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• 2002

Public policy responses to the digital/information revolution and the micro-economic reforms that it facilitates have inspired exploration of the scope for local government implementation of digital spatial data handling(DSDH) of information relating to, among other things, asset inventory, environmental and utility management, address management, and planning. The results from these explorations are such that few doubt the value of bringing the public policies to practice, but diffusion rate and pattern of the approaches demonstrated by the scoping experiments will reflect institutional/cultural matters, indicators of the relative significance of which might be at least partly predicted from appraisal of case studies. This argument is exemplified by reference to case studies in adoption of DSDH by local government organizations in Korea and in Australia.

• Journal of Korean Society of Environmental Engineers
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• v.31 no.2
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• pp.132-138
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• 2009

The energy efficiency and environment-friendly aspect of the railway system would be superior to other on-land transportation systems. In a preliminary feasibility study stage and selection of optimal railway corridor, the energy efficiency and problems related to environment are usually not considered. For the selection of optimal railway corridor, geographical features and facility of management are generally considered. Environment effect factors for the selection of environment-friendly railway corridor are focused and studied in this paper. In this study, various analysis of opinion of specialists (railway, environment, transport, urban planning, survey) and the guideline for construction of environment-friendly railway were accomplished. From these results of various analysis, 7 major categories (topography/geology, flora and fauna, Nature Property, air quality, water quality, noise/vibration, visual impact/cultural assets) were extracted. To select environment friendly railway corridors, many alternatives should be compared optimal corridor must be selected by a comprehensive assessment considering these 7 categories. The investment for railway systems can be encouraged by the considering of main environmental effect factor evaluated with the modified environmental weight factors for environment-friendly railway construction.