• Proceedings of the KSR Conference
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• 2011.05a
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• pp.1572-1581
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• 2011

Since 'The Act on Private Investment of The Infrastructure' was established in 1994, private investment as well as government's investment has been active on transport infrastructure. But investment of transport infrastructure has more risks than others due to overforecast of transport demand for ensuring project validity, and cost uncertainty arising from financial crisis, commodity prices and so on. In the case of Incheon international airport express, after 2 years and 6 months, Incheon international airport express is opened, Korail take over equity stake in private investor due to the problems of MRG(Minimum Revenue Guarantee) be contracted with private investor. Not only that, in other case of Yong-in light rail, it is ongoing for legal disputes between Yong-in local government and private investor on account of opening delaying. On current Investment Assessment System of Transport Infrastructure, Risk Management system on investment of transport infrastructure is inadequate because Sensitivity Analysis in economic efficiency have been performed on the simple method which only changes benefits, expense and social discount rate. For this reason, this study analyze risks for investment of transport infrastructure demand forecast, and rise to the management practice for every particular item.

• The Journal of Korea Institute of Information, Electronics, and Communication Technology
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• v.8 no.6
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• pp.439-444
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• 2015

The Social infrastructure systems such as communication, transportation, power and water supply systems are now facing various types of threats including component failures, security attacks and natural disasters, etc. Whenever such undesirable events occur, it is crucial to recover the system as quickly as possible because the downtime of social infrastructure causes catastrophic consequences in the society. Especially when there is a network link-failure, we need an automatic link-recovery method. This means that customers are aware of network failures that can be recovered before you say that service. In this paper, we analysis the relation between Auto-recovery performance and cost.

• Proceedings of the Korean Geotechical Society Conference
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• 2009.03a
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• pp.667-672
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• 2009

Gathering information and systemization of infrastructure disaster management is to reduce uncertainties in making decisions and maximize the number of alternations. The key objects of a sensor-based progress report and propagation automation systems are to provide objective data, realize and support decision making and deliver them to a certain area, department, manager and other people rapidly. The major findings and results of this study are as follows. 1) Application of international standard-based alerting protocol(CAP; Common Alerting Protocol). 2) Development of database of existing progress report and propagation manual in order to achieve networking of safety management on major social infrastructure of the nation. 3) Development middleware application programs to progress report and propagation data using SMS, FAX, EMS, VMS, MMS.

• International conference on construction engineering and project management
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• 2020.12a
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• pp.493-502
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• 2020

Traditionally, road projects are initiated based on an assessment of their economic benefit, after which the environmental, social and governance effects are addressed discretely for the project according to a set of predetermined alternatives. Sustainable road infrastructure planning is vital as issues like diminishing access to road construction supplies, water scarcity, Greenhouse Gas emissions, road-related fatalities and congestion pricing etc., have imposed severe economic, social, and environmental damages to the society. In the process of addressing these sustainability factors in the operational phase of the project, the dynamics of these factors are generally ignored. This paper argues that effective delivery of sustainable roads should consider such dynamics and highlights how different aspects of sustainability have the potential to affect project sustainability. The paper initially presents the different sustainability-assessment tools that have been developed to determine the sustainability performance of road projects and discuss the inability of these tools to model the interrelationships among sustainability-related factors. The paper then argues the need for a new assessment framework that facilitates modelling these dynamics at the macro-level (system level) and helping policymakers for sustainable infrastructure planning through evaluating regulatory policies.

• International Journal of Railway
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• v.3 no.4
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• pp.113-116
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• 2010

In modern conditions of world economic development the integral element of stable social and economic development of the separate countries of the world is the level of their transport infrastructure development, on the one hand capability to effectively provide economic communications between regions inside the country, and capability to integrate into world economic. The condition of a transport infrastructure and its possibility in sphere of maintenance of national participants of foreign trade are reflected in many respects on competitiveness of production, made by them, in the world market and, as consequence, on a country role in economic.

• Proceeding of Spring/Autumn Annual Conference of KHA
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• 2009.11a
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• pp.203-206
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• 2009

As the rate of the elderly is proportionally increasing in society, the demands of this group and the services pertaining to them is increasing. The demand for improved services is in relation to national income, the development of medical techniques and the interests of elderly. Therefore, the demand for aged social welfare facilities and management of them is increasing. This paper will focus on the types and states of aged social welfare facilities under the revised aged social welfare law in 2008. Following this research, The Social Welfare Corporation is the highest management level. To date the establishment of more infrastructure has increased rapidly, since 2000. There are many small facilities and a few large facilities.

• Proceedings of the Korean Society of Surveying, Geodesy, Photogrammetry, and Cartography Conference
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• 2007.04a
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• pp.329-332
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• 2007

Since enforcement of double entry book-keeping accounting system on 1 January 2007, local government should draw out financial statement for assets and liabilities possessed after due diligence. But, some social infrastructure including underground facilities are difficult to implement entire inspection actually. In this study, we proposed effective approach for assessing assets of local government's social infrastructure such as road, water and sewage, subsidiary facilities etc. using GIS built on local government by NGIS project. Through this, local government ensures correctness and effectiveness of asset inspection as a result of successive establishment of double entry book-keeping accounting system.

• Journal of Technology Innovation
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• v.6 no.2
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• pp.1-31
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• 1998

This paper summarizes the research results on the structural characteristics of the Korean innovation system. The Korean NIS has functioned well in the foreign technology imitation stage. However, there are many drawbacks to advancing to the stage of technological innovation. Weak infrastructure and linkages among technological institutions are detrimental factors that affect technological innovation. The immobility of professional manpower is a serious bottleneck to knowledge diffusion. Especially, the inactivity of university research prevents universities from being able to play a relevant role in the national innovation system. The drawbacks of the Korean innovation system are mainly associated with the public sector and social culture. Weak linkages among organizations are due to the lack of trust among people and organizations, and absence of demand-oriented management in public institutes. Weaknesses in technological infrastructure, university research and the social and cultural environment are tile result of the lack of government will. However, the private sector was evaluated as being relatively active in innovation. Particularly, Chaebols deployed aggressive strategies to acquire their own technological capabilities. The findings of this study suggest that to strengthen the Korean innovation system, the government continues to be important, as in the past, in order to shape social institutions and a culture that is learning friendly, diffusion friendly and, consequently, innovation friendly.

• Asia Marketing Journal
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• v.20 no.1
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• pp.23-48
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• 2018

SK group has been a pioneer in overall brand management and, more recently, in CSR-imbedded brand management. SK vision of "improving itself to give greater happiness to all of its customers" and the symbol mark of "Wings of Happiness" are some good examples of integrating distinct brand identities of various member companies. After impressive growth and expansions into diverse business areas, SK group is ranked as the third largest company based on asset amounts according to the Fair Trade Commission of Korea, only after Samsung and Hyundai Motor groups. SK brand management can be analyzed, using the framework of 4 stages - 'infrastructure', 'planning', 'doing', and 'seeing' stages. In order to secure 'infrastructure' of brand management system, SK has invested huge resources to the 'SK BMS' (SK Brand Management System). At the 'planning' stage, the most important task of SK like other Korean business groups is perhaps to adopt a well-organized 'brand identity (BI) system' which may consolidate brand values of individual member companies. In actuality, SK BI consists of Customer Happiness located at the center and 3 other elements of Pride, Professionalism, and Customer-orientation. At the 'doing' stage, the slogan of 'OK! SK' and the logo of 'Wings of Happiness' have been placed at the core of the SK group brand building programs. SK adopts the principle of 'independent yet united', pinpointing that each member company independently works for its business performance but it is, at the same time, encouraged to integrate its capabilities for the SK group brand. In addition, SK has sought 'shared growth' with business partners for happiness for all the members in the society. 'Social Contribution Philosophy' based on SK value of 'creation of greater happiness' is again one of the most important guidelines for CSR (corporate social responsibility) at the doing stage. At the seeing stage, SK regularly evaluates its branding programs. SK has shown some very impressive achievements in brand management: (1) a core identity of 'Customer Happiness' participating member companies may share, (2) harmonious relationships between the group brand management office and brand management divisions of member companies, and (3) consistency-keeping in brand management over time. However, there remain two major challenges: (1) globalization of SK and (2) reinforcing sustainable superiority over not only Korean rivals but also global ones.

• International conference on construction engineering and project management
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• 2005.10a
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• pp.353-359
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• 2005

The infrastructure in korea has been improved drastically since July 7th, 1970 which was the first highway completed date in Korea (Seoul-Pusan). This is one of the major factors for the competitiveness of a country. Now the total length of highway in Korea is more than 2000km. However Korea is 11th in the trade volume in the world, the SOC level of Korea is around 20th at most in the world (IMD 2004). The infrastructure in Korea comparing other developed countries is far below, which gives the impact of cost of goods, even twice expensive in transporting goods through highways, railways and ports etc. Now the government budget is gradually spending more for welfare and health care side. The most of additional expense of welfare is increasing rather than SOC budget is decreasing or staying as it is as 2003. The government may think that the level of SOC is enough in point of view of preference input of budget such as welfare and health care etc. However the SOC level in Korea is far form the competitiveness of the country. The main points of this paper is to show that where Korea is in point of SOC level to go for developed country, and what to do to facilitate BOT, BTO and BTL projects. Korean government has tried to improve the practice of PPI (Private Participation of Infrastructure) with the Act on Private Capital Inducement in 1994 and the Act on Private Investment in 1997.