• Journal of Korean Society of Rural Planning
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• v.18 no.3
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• pp.67-76
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• 2012

The purpose of this study is to analyze the landscape preference and landscape images of the Agricultural Aqueduct Bridges(AAB) by several different criteria. Semantic Differential Scale(SD scale) with landscape adjectives and landscape preference are used to estimate the alternatives of the AAB. The statistic methods such as descriptive analysis, t-test, factor analysis and regression, cluster analysis, are operated. The landscape preference of the alternatives is generally positive, 3.977 out of 7.000. The gate type is the most preferred, but the road-along type is the worst, by the location types. The simple repair type is the worst preferred, but total remodeling is the most, by the repair types. The characteristics of the AAB are analyzed and 4 factors of visual landscape are contracted; interest, orderliness, naturality and spatiality. Cumulative factor loading of these factors is about 65%, which is quite high. The higher and bigger AAB's are preferred, and the advanced finishing materials are also preferred, such as aluminum or wood panels. The long span is also preferred and the high repair cost would be preferred. But in this study, the cost-benefit analysis is not included, so it is recommended to research further, considering the cost variable with the visual factors.

• Journal of the Korean Institute of Rural Architecture
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• v.21 no.2
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• pp.43-51
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• 2019

The purpose of this study was to examine the current status of the use of bike parking lots in apartment complexes located in Gwangju Metropolitan City. The results were as follows. While common respondents answered the use of a bike for leisure or health, relatively few respondents answered a means of transportation such as going to school or work. It suggests that systematic plans to expand the range of using a bike should be made such as the connection of an apartment complex with a bike road. The common places to keep bikes were the entrance, the inside of the house, or stairs rather than bike parking lots because of safety problems such as theft or damage. In this regard, it is necessary to prepare clear regulation guidances to complement the safety problems of bike parking lots such as CCTV installation in the parking lots or compulsory installation of night lighting. Based on the findings, the methods to improve a bike parking lot should consider safety solutions and the complement of locations or keeping types. To activate the use of a bike, it is necessary to improve facilities to help residents' use of bike parking lots and expand their size in the future and examine the design of bike racks.

• Journal of the Korean Institute of Rural Architecture
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• v.23 no.2
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• pp.33-44
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• 2021

In this study, we investigated and analyzed changes about the landscape consciousness of Yeongam-gun residents, in chronological order. As a result, the landscape consciousness of 10 years ago and the present has not changed significantly. Also, the residents' consciousness of the Yeongam-gun landscape image has not changed from 10 years ago, and we recognize that it is necessary to preserve and form the natural landscape. As for the problem of urban landscape, the needs of residents for the development of urban infrastructure facilities and the development of tourist spots are higher than 10 years ago, and the problem of each landscape element is found as the formation and management of a road environment. It was found that the degree of satisfaction with the Yeongam landscape is generally below average, compared to 10 years ago. Residents' willingness to participate in landscape projects has changed as the number of respondents who do not want to participate has increased compared to 10 years ago, and the project method must be promoted by residents / administration / experts as one. The awareness is judged as administrative agencies need to change from the role of regulation-oriented in the past to the role of resident support and cooperation.

• Korean Journal of Environment and Ecology
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• v.26 no.3
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• pp.322-332
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• 2012

The objectives of this paper were to investigate home range, habitat selection, and threat factors of leopard cats (Prionailurus bengalensis) living in rural area of Korea. The results based on radio tracking of three leopard cats (two males and one female) can be summarized as follows. First, the average home range of leopard cats were $2.64{\pm}1.99km^2$ (Kernel 95) and $3.69{\pm}1.34km^2$ (MCP 100), and the average size of core areas was $0.64{\pm}0.47km^2$ (Kernel 50). The home range of a male leopard cat that radio-tracked in winter was the largest ($5.19km^2$, MCP 100). Second, the Johnson's habitat selection model based on the Jacobs index showed that leopard cats preferred meadows and paddy fields avoiding forest covers at the second level, whereas they preferred meadows adjacent to streams and avoided paddy fields at the third level. Finally, roadkill could be prime threat factor for the cat population. Therefore, habitats dominated by paddy fields, stream corridors with paved roads, and human settlements with insufficient forest patches could threaten the long-term viability of leopard cat populations. Thus the habitat managements for the leopard cat conservation should focus on the prevention of road-kill and the installation of wildlife passages in rural highways adjacent to stream corridors.

• Journal of Korean Society of Transportation
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• v.23 no.6 s.84
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• pp.7-18
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• 2005

Currently, design speed selection is chosen by highway function, terrain type and area type. But some standards in classifing highway function let designer decide design speed in an arbitrary manner and too rough a highway function classification system leads to a road function which can not reflect road design, and some ambiguity of terrain type leads to a road which can not reflect land use pattern. Highway design based on traffic volume level without considering area type can result high construction cost. This research paper provides new highway design standards which are based on the refinement of highway design speed selection procedure. The new design speed is summarized to be determined by a more detailed highway function, terrain type, and area type that were made considering South Korean characteristics. The new highway function is established by adopting highway function reclassification and design volumes and rural town center reclassification and new design standards for terrain type selection are developed in this research by analyzing South Korean GIS Data Base obtained over the national government offices.

• Journal of Korean Society of Transportation
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• v.22 no.7 s.78
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• pp.25-32
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• 2004

It is implicated in the current road design manual that design speed is well representing the operating speed of drivers. On the contrary, the disparity between the design speed and operating speed means that current road design cannot guarantee the safety and comfort of driving. In this context, operating speed was observed at the two lane rural roadways to find out the relation of operating speed and design speed. In addition to this, the friction factor from supply and demand which was derived from the operating speed was compared in terms of the dynamics in driving safety factor. It was concluded that the actual speed was consistently exceeding the design speed at the horizontal curves having the radius less than or equal to 200 m. Similarly, the demanded side friction was also consistently exceeding the supplied side friction at the horizontal curves having the radius less than or equal to 200 m and the amount of difference was also inversely proportional to the radius of the horizontal curves.

• Journal of Korean Society of Transportation
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• v.22 no.7 s.78
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• pp.139-146
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• 2004

Road design should be conformed to the expectancy of drivers. The alignment such as long tangent followed by the sharp horizontal curve should be avoided for the road design consistency. Currently, operating speed profile model is generally used to check the consistency of the successive road alignments. In this model, the hypothesis about the drivers' behaviour on the long tangent followed by the sharp horizontal curve is also included. This study compares the hypothesized drivers' behaviour in the existing operating speed profile model with the actual drivers' behaviour observed at the two lane rural roads. In addition to this, comparison between the acceleration for the vehicles approaching and departing horizontal curves suggested by the foreign research and the value observed at this study was made, From this study, it was concluded that the hypothesis in the existing model was well representing the actual drivers' behaviour. The deceleration for vehicles approaching the horizontal curves was ranged $0.39{\sim}1.06m/s^2$ with the average of $0.66m/s^2$. The average acceleration for the vehicles departing horizontal curves was $0.22m/s^2$.

• Journal of Korean Society of Transportation
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• v.24 no.4 s.90
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• pp.55-65
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• 2006

The ratio of Pedestrians in traffic accident fatality takes up 43% in Korea, which is 2.5 times as much as OECD's average. The traffic accidents features by road type shows that the fatality of the national highway posts the highest due to the accidents of pedestrians. Accordingly, the establishment of safety facilities for pedestrians is expected to increase on the rural roads for the prevention of pedestrian accidents. However, studies on pedestrians have been mainly focused on urban intersections. In Particular, studies on estimating the effectiveness of safety features for pedestrians are very poor. Thus, in this study. the Pedestrian accident probability model on four lane national highway was developed by using logit model. Also, this study analyzed and proposed the effect of facilities as a relative risk by using an odds ratio. As a result of the analysis, the Improvement of sight distance, installing sidewalks and lightings were proven effective alternatives for reducing the pedestrian accidents.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.4
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• pp.264-272
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• 2016

In previous research, we analyzed traffic accident characteristics in the Chungcheong region through factor analysis, cluster analysis, and a questionnaire using traffic accident analysis system data to enhance Korea's traffic safety. Based on the analysis results, we investigated the design and application of traffic safety technology in non-urban areas in this study. Three technologies are proposed to improve traffic safety facilities for the region: a recognition light at pedestrian crossing works, a recognition light on the road for the underprivileged in traffic works, and a safety LED sign for operation of agricultural machine works. Each technology complements the light pollution problem about snow removal and road safety when applied to existing facilities in the non-urban areas. Solar-based indigenous technology is expected to contribute to road safety in rural areas.

• Journal of architectural history
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• v.3 no.1
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• pp.83-99
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• 1994

Ch'ang-Ts'al-Ts'un is a rural Village near Lung-jing City in Yen-pien Korean Autonomous Province of China. It was formed about 100 years ago by Korean Immigrants and has been developed maintaing the characteristics of traditional Korean architecture. Therefore investigating the spatial structure of this village is a meanigful work to confirm and explore one branch of Korean architecture. This study aims at analyzing the spatial structure of the village using direct data collected from the field work and indirect data from books and maps. The field work consists of on-the-site survey of the village layout, interviews of residents, observation notes and photography. Ch'ang-Ts'ai-Ts'un is located 360-370 m high above the sea level and at the side of a long valley. A river flows in the middle of the valley and relatively flat arable land exists at the both sides of the river. The location of the village related to the surrounding river and mountains suggests that the site of the village was chosen according to Feng-Shui, Chinese and Korean traditional architectural theory. The main direction of the house layouts is South-western. The village has been growing gradually until today. Therefore it is meaningful to make the village layout before Liberation(1946 A.D.) because the characteristics of Korean architecture prevailed more in that period. The area of the previous village is limited to the west side of the creek. New houses were later added to the east of the creek, forming a 'New Village'. Previously the village was composed of 3 small villages: Up, Middle and Down. Also the main access roads connecting the village with the neighboring villages were penetrating the village transversely. Presently the main access road comes to the village longitudinally from the main highway located in front of the village. The retrospective layout shows the existence of well-formed Territory, Places and Axes, thus suggesting a coherent Micro-cosmos. The boundary of imaginery territory perceived by present residents could be defined by linking conspicous outside places sorrounding the village such as Five-mountains, Front-mountain, Shin-dong village, Standing-rock, Rear-mountain and Myong-dong village. Inside the territory there are also the important places such as Bus-stop, Memorial tower of patriots, Road-maitenance building and the village itself. And inside it 5 transverse and 1 longitudinal axes exist in the form of river, roads and mountains. The perceived spatial structure of the village formed by Places, Axes and Territory is geometrical and well-balanced and suggests this village is fit for human settlement. The administrative area of the village is about 738 ha, 27 % of which is cultivated land and the rest is mountain area. Initially the village and surrounndings were covered with natural forest But the trees have been gradually cut down for building and warning houses, resulting in the present barren and artificial landscape with bare mountains and cultivated land. At present the area of the village occupied by houses is wedge-shaped, 600 m wide and 220 m deep in its maximum. The total area of the village is $122,175m^{2}$. The area and the rate of each sub-division arc as follow. 116 house-lots $91,465m^{2}$ (74.9 %) Land for public buildings and shops $2,980m^{2}$ (2.4 %) Roads $17,106m^{2}$ (14.0 %) Creek $1,356m^{2}$ (1.1 %) Vacant spaces and others $9,268m^{2}$ (7.6 %) TOTAL $122,175m^{2}$ (100.0 %) Each lot is fenced around with vertical wooden pannels 1.5-1.8 m high and each house is located to the backside of the lot. The open space of a lot is sub-divided into three areas using the same wooden fence: Front yard, Back yard and Access area. Front and back yards are generally used for crop-cultivation, the custom of which is rare in Korea. The number of lots is 116 and the average size of area is $694.7m^{2}$. Outdoor spaces in the village such as roads, vacant spaces, front yard of the cultural hall, front yard of shops and spacse around the creek are good 'behavioral settings' frequently used by residents for play, chatting, drinking and movie-watching. The road system of the village is net-shaped, having T-junctions in intersections. The road could be graded to 4 categories according to their functions: Access roads, Inner trunk roads, Connecting roads and Culs-de-sac. The total length of the road inside the village is 3,709 m and the average width is 4.6 m. The main direction of the road in the village is NNE-SSE and ESE-WNW, crossing with right angles. Conclusively, the spatial structure of Ch'ang-Ts'ai-Ts'un village consists of various components in different dimensions and these components form a coherent structure in each dimension. Therefore the village has a proper spatial structure meaningful and appropriate for human living.