• Journal of Korean Society of Rural Planning
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• v.8 no.2 s.16
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• pp.42-49
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• 2002

Since legislation of Rural Minor Road Improvement Act 1990, a quarter of its total length had been paved now. However, over 80% of arterial road length(national+provincial roads) had been paved, so, road improvement policy should be focussed on the local road(county+rural minor roads) from now. Generally, in the greater part of coastal plain and island areas, arterial road intensity(total road length/total catchment area) is relatively low, but local road intensity is relatively high. So, in terms of balanced development, much more efforts for rural minor road improvement should be concentrated in coastal plain and islands areas. In Chonnam Province, the maximum differentials of minor rural road improvement ratio was over 20%(the lowest; 14.1% in Goheung, the highest; 35.6% in Goksung) in 1999, but the improvement budget have been allocated in proportion to unpaved road length of each county by the provincial government. However, the differentials should not be fairly narrowed in the near future if the present budget allocation policy be maintained. To solve this problem, target differentials of rural minor road improvement between regions should be set up for each planning year and road improvement budget be allocated according to this policy change.

• Journal of Korean Society of Rural Planning
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• v.16 no.1
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• pp.21-33
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• 2010

Although there have been carrying out various rural development projects related with village road improvement, most of village roads in Korea are under much poor condition. However, until now, their actual conditions have not been surveyed at all. So, this study aimed at analysing the actual conditions and characteristics of rural village roads in the general terms to provide the basic information for the proper improvement policy-making. Case study villages were chosen in flat/mountainous/seashore/suburban areas, which be then classified as improved and not. In terms of road length per household, mountainous villages are highly dispersed and suburban ones moderately dispersed, while flat ones aggregated. Road widths in seashore/suburban/structure improved villages are narrower than flat/mountainous ones. Because about a quarter of road sites are registered as non-road, more positive scheme for transferring non-road sites into road ones.

• Journal of Korean Society of Rural Planning
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• v.11 no.1 s.26
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• pp.1-8
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• 2005

The purpose of this study is to develop a simulation model of rural road path for infrastructure of green-tourism and public service in rural areas. This study makes an objective function for moving cost minimization considering car travel time according to road characteristics, which can route the optimal shortest road paths between the center places and all rear villages, based on GIS coverages of road-village network for connecting between center places and rural villages as input data of the model. In order to verify the model algorithm, a homogeneous hexagonal network, assuming distribution of villages with same population density and equal distance between neighborhood villages on a level plane area, was tested to simulate the optimal paths between the selected center nodes and the other rear nodes, so that the test showed reasonable shortest paths and road intensity defined in this study. The model was also applied to the actual rural area, Ucheon-myun, which is located on Hoengsung-gun, Kangwon-do, with 72 rural villages, a center village (Uhang, 1st center place) in the area, a county conte. (Hoengsung-eup, 2nd center place), and a city (Wonju, 3rd center place), as upper settlement system. The three kinds of conte. place, Uhang, Hoengsung-eup, and Wonju, were considered as center places of three scenarios to simulate the optimal shortest paths between the centers and rural villages, respectively. The simulation results on the road-village network with road information about pavement and width of road show that several spans having high intensity of road are more important that the others, while some road spans have low intensity of road.

• Journal of Korean Society of Rural Planning
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• v.16 no.3
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• pp.159-171
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• 2010

Since rapid industrialization of Korean society, out-of-village roads have been greatly improved, while almost all of in-village roads have not been fundamentally improved yet. Unless village roads should be improved in relatively comparison with trunk roads, it has been widely recognized that grass rooted achievement of accessibility revolution not be realized. In this regard, this study tried to develop evaluation indicators system for improvement of village roads. The evaluation indicator system on village road conditions was proposed which is sub-categorized as structural improvement of road itself, its communication serviceability and public securing level of property rights of road site. The system has 6 indicators(2 of each subcategory);good pavement ratio and over 3m wide road length ratio, ratio of household fronting under 2m wide road and connectivity of road network, ratio of registered as 'road' in land category and ratio of publicly owned road sites. In the final conclusion, village roads in rural Korea have been generally in worse condition regardless of whether prior improvement works or not, except some of recent plan-based improvement villages.

• Journal of the Korean Institute of Rural Architecture
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• v.18 no.4
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• pp.9-16
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• 2016

Since 2000, family tour has increased a lot by effect of five-day workweek in South Korea. So, it became much needed road station. however road station's facilities are lacking. Recently, there is a growing emphasis on rural regional activation. So the government is concentrating in rural policy. In Japan case study, Road Station(RS, Michinoeki) make regional activation by Road station service. Rs is rest area for motor driver in rural area. In general, it is construct at rural roads, not a highway. In this paper, we hope to take a lesson from the RS case study. 2015, 2016, in japan, we visited to 7 case study and interviewed to a staff. As a result, In Japan's Rs was offering convenient services to motor driver and raising farmers's profits by selling local produce. The aim of that this paper is to suggest to Korean Type's Rs. There are five results from this paper as follows : First, Japan Rs, it works well to improve in regional activation in rural area. Two, Also Rs has to community facilities attached to the culture, welfare, library etc. Three, 5 Korean Type Rs can sort out. There are Community type, Joint tourism type, 6th industrialization type, Urban-Rural Interchange type, Shopping center type. This RS is introduced to Korea hopes to contribute to the regional activation in rural area.

• Journal of Korean Society of Rural Planning
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• v.16 no.3
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• pp.131-141
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• 2010

As a basic life-supporting infra in modem life, road should carry out various functions; transport, public linear network service, open activity space. Case study villages were divided into plan-based improved one(3 subtypes) and not one(4 subtypes). On total 21 case study villages($3{\times}7$ subtypes), questionnaire surveys were performed. Villagers' satisfaction level to road conditions in the plan-based improved villages showed much higher than not improved ones, which means that improvement of village roads be a vital subject in level-up of quality of rural life. Traffic function of village roads was responded as a principal one, while other various functions as between-villagers communication, car-parking and accommodation of public utilities were also required. In this viewpoint, village roads should be multi-purposedly developed in future. So, it was concluded that the road improvement strength would vary with geographical and topographical conditions of each village. Although villagers' unsatisfaction level on road service was very high, their demand level of and supporting will toward road improvement works have continuously increased, so, it would be considered to be the very time that full-fledged village road improvement policy be initiated.

• Journal of The Korean Society of Agricultural Engineers
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• v.63 no.2
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• pp.41-50
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• 2021

The asphalt pavement industry has introduced the warm-mix asphalt (WMA) as a mean of energy saving and environmentally safe technology, because the WMA mixture can be mixed and compacted at 30℃ lower than conventional hot-mix asphalt (HMA) at 160℃ or higher. The implementation of WMA can be a good option for paving operations for rural road in remote place, not only due to energy saving and environmental issues, but also lower working temperature. Using WMA technology, the cooled-down asphalt mixture can be still compacted to meet the quality requirement in narrow winding rural road in remote places. Therefore, this study is designed to evaluate engineering properties of WMA binders and concretes, which were prepared for rural road pavement. The objective of the study was to evaluate and suggest proper fundamental properties level of the WMA concrete for rural road pavement. The kinematic viscosity test result indicated that the WMA binders used in this study were effective for compaction at lower temperature, i.e., at 115℃, compared to the HMA binder. According to strength property analyses, it was found that the WMA concrete was acceptable for rural road pavement even though it was compacted at 30℃ lower level. Since the deformation strength (SD) of 3.2 MPa was found to satisfy rutting and cracking resistance minimum guidelines, this value was suggested as a minimum SD value for rural road pavement, considering lack of maintenance program for rural area.

• International Journal of Highway Engineering
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• v.15 no.6
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• pp.113-123
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• 2013

PURPOSES : Although numerous researches have been studied to reveal accident causations for road intersections, there are still many research gaps for road segments. It is mainly because of difficulty of data and lack of analytical method. This study aims to study accident causations for rural road segments and develop accident modification factors for safety evaluation. The accident modification factors can be used to improve road safety. METHODS : Methods for developing AMF are diverse. This study developed AMFs using accident prediction models and selected explanatory variables from the accident models. In order to select final AMFs, three different methods were applied in the study. RESULTS : As a result of the study, many AMFs such as horizontal curves or vertical curves were developed and explained the meanings of the results. CONCLUSIONS : This study introduced meaningful methods for developing significant AMFs and also showed several AMFs. It is expected that traffic or road engineers will be able to use the AMFs to improve road segment safety.

• Journal of Korean Society of Rural Planning
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• v.19 no.1
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• pp.189-207
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• 2013

This study aimed to draw the plan elements and characteristics that should be considered in case when developing guidelines to build up roads in rural villages. Drawing the construction elements necessary for building up roads through the advanced researches, the survey was conducted for relevant experts in order to evaluate the importance of each plan element of route plan, design & construction and operation & management. The result determined total 105 contents that should be considered in case when building up roads in rural villages. The study on building up roads in rural villages as a strategy to vitalize rural areas means universal roads that connect each village with rural amenities in various values like walking tour road, visit roads and observation roads. It is considered that the development of guidelines for building up roads in rural villages could be used as a basic data to build up roads where nature, culture and history of rural areas can be effectively experienced and enjoyed.

• Journal of Korean Society of Rural Planning
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• v.9 no.3 s.20
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• pp.25-34
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• 2003

This study was carried out to propose some useful advices for the improvement policy of the minor rural roads. For the detailed case studies on structural improvement level of the minor rural roads, 5 county areas in Chonnam Province were selected ; Damyang (peri-urban), Gurye(remoter mountainous), Jindo(remotest island), Yuongam(intermediate flat) and Bosung (intermediate semi-mountainous). In each county, the official survey data on pavement types, widths and ratios of district(Myun in Korean) and parish(Ri in Korean) roads were collected. There were no apparent differences between district and parish roads in terms of structural improvement level, while the former was ranked higher than the latter in the minor rural road improvement law, so, the present hierarchial classification system of rural roads should be readjusted. And above a third of minor rural roads in the case study areas did not meet the statutory minimum level of road width, which means the necessity of substantial upgrade of road improvement works in rural areas.