• Korean Journal of Construction Engineering and Management
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• v.5 no.3 s.19
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• pp.120-127
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• 2004

In May 2004, Poland with nine other Eastern European countries joined the European Union(EU). After accession to the EU, Poland will accelerate the realization of investment in road sector, and wants to achieve important development of its road network condition in year 2005. Polish government is not able to afford the whole investment needed for construction of its motorways, so it wants to develop effective techniques of project funding based on the Public Private Partnerships(PPP). Without having high-performance transport networks, one country's economy cannot be competitive. It was the reason for establishing the Trans European Network(TEN) in the European Union. It creates the links, which are still missing between the fifteen countries of Western Europe and the new member countries like Poland. Consequently, Poland will also need to establish a proper transport infrastructure network. This paper will discuss how the PPP scheme can be applied for the transport infrastructure development in Poland as a EU member.

• Journal of Korean Society for Geospatial Information Science
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• v.6 no.1 s.11
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• pp.91-103
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• 1998

This paper deals with the building of road facility management system lot the efficient and scientific management of road infrastructure by making use of Database with a variety of biridge and tunnel - related informations such as maps, registers and documents(graphical and nongraphical data). The main objectives of the creating of the Database are the rational maintenance planning for facilities and the systematization of information management through the fast updating, mending and supplement. Some actual data sourced from the administrative office could be tested in order to validate this road facility management system and we could acquire many valuable results. Therefore we can expect to play an important role of results in the practical use for the management of the various md facilities.

• Journal of Contemporary Eastern Asia
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• v.20 no.2
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• pp.210-236
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• 2021

China's Belt and Road Initiative infrastructure connectivity and other projects are presented in much of the discourse as a grand strategy to trap developing nations in debt, to exert asymmetric power and construct a new world economic order. The asymmetric relationship between China and Myanmar might therefore be expected to generate a range of political risks for stakeholders. Myanmar itself presents a "perfect storm" of problems, with dysfunctional governance, civil conflict, under-development and growing economic dependence on China. The Kyaukphyu port project and associated Special Economic Zone in Myanmar's troubled Rakhine state is investigated as a case study of risks on the Belt and Road. While worst case fears China might seize military control of the port appear unlikely, at least in current conditions, empirical observation indicates the complexity on the ground generates an array of other risks - as well as opportunities, should conditions allow. Further, despite challenges and constrained capacity, Myanmar governments have demonstrated agency, including by re-negotiating control and costs of the Kyaukphyu project. The case underlines that conditions are more complicated than simply China's asymmetric power. A sceptical approach is taken to normative discourses in order to build inductive understanding of how stakeholders and local experts perceive dynamics underway. A political risk approach is deployed to develop a framework to identify, analyse and assess risks for actors in relation to the Kyaukphyu project. The research findings are presented on an interim basis, given current constraints on field interviews due to the current crisis.

• Ecology and Resilient Infrastructure
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• v.3 no.2
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• pp.110-116
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• 2016

The rapid expansion of buildings and paved roads increases the risk of flood disaster in an urban area. One of the solutions can be the use of permeable pavements. This study evaluated the permeability of permeable blocks used for the roadway pavement. Joint fillers and mat sands of the investigated blocks met the corresponding standards. The flexural strength of the blocks was 5.29 MPa to meet these standards. Based on interior permeability test results after pollution, the four products evaluated were categorized into the following three levels: One for the $1^{st}$ level, one for the $2^{nd}$ level and two for the $3^{rd}$ level. From the field permeability test and pervious concrete infiltration test results nine months after their construction, all the products except one passed the quality standards of 0.1 mm/s.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.41 no.4
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• pp.417-428
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• 2021

Since future maintenance cost estimation of infrastructure involves uncertainty, it is important to make use of a failure prediction model. However, it is difficult for local governments to develop accurate failure prediction models applicable to infrastructure due to a lack of budget and expertise. Therefore, this study estimated the life expectancy of asphalt road pavement of national highways using the Bayesian Markov Mixture Hazard model. In addition, in order to accurately estimate life expectancy, environmental variables such as traffic volume, ESAL (Equivalent Single Axle Loads), SNP (Structural Number of Pavement), meteorological conditions, and de-icing material usage were applied to retain reliability of the estimation results. As a result, life expectancy was estimated from at least 13.09 to 19.61 years by region. By using this approach, it is expected that it will be possible to estimate future maintenance cost considering local failure characteristics.

• Journal of the Korean Institute of Landscape Architecture International Edition
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• no.2
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• pp.178-184
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• 2004

The Yatomi - Aioiyama line is a city-planning road that was notified in 1957 and subsequently prepared by land readjustments. Currently, approximately 900m of road pass in the inside of the Aioiyama green area has not been constructed. The surveying briefing session for inhabitants was held in July 1992, the project was authorized by the Ministry of Land, Infrastructure and Transport in September 1993, and the project briefing session for inhabitants was held in September 1993. The site purchase has been completed. At the May 2000 briefing session, inhabitants of the area began voicing dissenting demanding the conservation of the natural environment of this green area. The inspector system serves as the third party, independent of both the administration and the inhabitants. Before finalizing the geometric line form of the road to be constructed, some surveys of animals and plants found along the walking trails carried out intensively in the northern area, which is approximately 50 ha, of the Aioiyama green area. The natural environment inspector submitted a plan for changing the geometric line form of the road decided upon by city planning, and it was approved by the city planning council. If the shelter structure or the retaining wall structure is adopted at the location where large slope faces are produced by excavation or landfill, and if the bridge structure is adopted at the place where stream-lines and walking trails intersect, it leads to a reduction of approximately $40\%$ in the areas for which change is planned. Furthermore, approximately $20\%$ of the area to be changed is restored by returning soil to the roof of the shelter.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.14 no.12
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• pp.6495-6503
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• 2013

This paper presents a study on the development of a web-based system for the road occupation permit information management. For the development of this system, the survey of information system related to a road occupation permit, an analysis of road occupation business process, the definition of the road occupation permit data, the development of the system, and the application of the system to the work-related to road occupation permit were conducted consecutively. In an analysis of the road occupation business process, the statutes, such as the road act were investigated, work examples of the road management agent were reviewed, and a survey targeting staff and citizens was carried out. The information classification code to represent the attributes of the data was developed to manage the information in each road occupation permit process, and the metadata was defined considering the hierarchy relationship of the information. The road occupation and access system was developed based on the information classification code and metadata to reflect the user requirements. The System was applied to the Regional Construction and Management Administration and Branch Office belonging to the Ministry of Land, Infrastructure and Transport Affairs. By replacing the business process based on paper documents to the business process based on the information system, it is expected that the service of the civil petition be upgraded and the business process of the road occupation permit be reformed.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.39 no.6
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• pp.363-369
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• 2021

High-definition road maps are used as the basic infrastructure for autonomous vehicles, so the latest road information must be quickly reflected. However, the current drawing and structural editing process of high-definition road maps are manually performed. In addition, it takes the longest time to generate road lanes, which are the main construction targets. In this study, the point cloud of the road lane markings, in which color types(white, blue, and yellow) were predicted through the PointNet model pre-trained in previous studies, were used as input data. Based on the point cloud, this study proposed a methodology for automatically drawing and structural editing of the layer of road lane markings. To verify the usability of the 3D vector data constructed through the proposed methodology, the accuracy was analyzed according to the quality inspection criteria of high-definition road maps. In the positional accuracy test of the vector data, the RMSE (Root Mean Square Error) for horizontal and vertical errors were within 0.1m to verify suitability. In the structural editing accuracy test of the vector data, the structural editing accuracy of the road lane markings type and kind were 88.235%, respectively, and the usability was verified. Therefore, it was found that the methodology proposed in this study can efficiently construct vector data of road lanes for high-definition road maps.

• Journal of Korean Society of Forest Science
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• v.106 no.2
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• pp.219-229
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• 2017

Forest road is an essential infrastructure for forest management such as the composition and management of forest resources, timber and forest byproduct production & transportation. It has recently been utilized forest recreation and forest sports as well as also forest pest control, forest fire prevention and evolution. When you build a forest road, the economic function in the forest is activated, so that it can result in the ripple effect of induced employment, value-added creation and production inducement. The purpose of this study is to analyze the impact caused by forest road construction occurring as the overall economy. For analysis it was applied to inter industry analysis method that is a method for analyzing the quantitative cross-correlation. The data were used in the Input-Output Tables In 2014, the Bank of Korea. When you build a forest road, economic effect due to the construction of the forest road is generated and economic effects are also generated due to the increase in the production of forest products after the construction of the forest road. Therefore, we will analyze the economic impact of the two effects. The estimated economic value of forest products, which is the economic effect of forest product cultivation, was calculated through some assumptions and the economic ripple effect was analyzed. The forest road construction sector is defined as land clearing and reclamation, and irrigation project construction and the forestry forest products sector is defined as the sum of raw timber, edible forest products and misc. forest products. In total, 32 sectors were classified, and except for the two sectors defined as forest road construction and forestry forest products, the remaining sectors were integrated according to the classification system of 30 integrated classifications of the Bank of Korea. As a result, the production inducement coefficient for forest construction was analyzed to be 2.767 and the production inducement coefficient for forestry forest products was analyzed to be 1.565. This means that 2,767 times the production of forest road construction investment is induced in the whole industry and the production of 1.562 times the amount of forestry forest products is caused by the whole industry as the production of forestry forest products increases. The value added inducement coefficient for forest road construction was 0.977 and the value added inducement coefficient for forestry forest products was 0.985. Forest road are essential infrastructure for forestry development and should be continuously invested because they are essential elements of timber production and forest byproduct production with functions such as forest management, forest recreation, forest sports, and town connection.

• Journal of the Korean association of regional geographers
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• v.21 no.3
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• pp.503-514
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• 2015

This study aims to analyze the relationship between transport infrastructure investment and rural development in Korea in a more systematic and empirical way. To do so, we formulate research framework to examine the multi-faceted relationship through extensive literature review and carry out a descriptive study on the spatial patterns of road investment and rural development in Korea. Finally, using the structural equation model, this study carries out the exploratory empirical analysis on the direct and indirect relationship between transport infrastructure investment and rural development. The study finds that the transport infrastructure investment in rural Korea impacts clearly on both the population base promotion and production and income growth through better accessibility. In addition, the investment has an indirect effects on the production and income growth through its influence on the population base promotion. This implies that the transport infrastructure investment in rural Korea so far exerts both long-term and short-term influences on rural development through various channels of impacts.