• KSCE Journal of Civil and Environmental Engineering Research
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• v.43 no.1
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• pp.9-20
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• 2023

For highway concrete structures, the deterioration of the structure is accelerated due to the increase in the use of deicing materials, and sectional repair work is being frequently carried out to restore performance. However, after the repair work, re-damage such as cracks, delamination, and poor bond performance is exhibited in the repaired sectional area. In this study, overseas repair material requirements were first analyzed, and present domestic requirements were improved repair material performance through field surveys of common concrete structures, laboratory experiments, and test construction on a disused concrete bridge. In addition, performancebased quality requirements were presented so that all materials that meet the required performance can be applied, and different test methods for each material were unified into concrete test methods for consistent test results analysis. The considered performance requirements were compression strength, bending strength, and bond strength for structural properties, and length change rate, crack resistance, thermal expansion coefficient, and elasticity coefficient were for dimensional behavior. For resistance to chloride penetration resistance and freeze-thaw resistance were presented as durability. The proposed requirements for concrete repair materials are expected to contribute to the improvement of the quality of concrete sectional repair work in Korea.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.5D
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• pp.783-796
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• 2006

Rut-resistance pavement is adopted to prevent pavement from plastic deformation since 1998. The objective of this paper is to investigate performance and economic efficiency between rut-resistance pavement and conventional hot-mix asphalt(HMA) on national highway. The pavement deterioration models incorporated in HDM-4 have been calibrated and adapted to local road conditions based on observed pavement rut-depth data. Based on calibration result of HDM-4, the economic evaluation including road agency cost and user cost is performed for 34 road pavement sections. Furthermore, we presented optimal timing for maintenance and performance levels subject to different budget. We found that rut-resistance pavement is performing better than conventional hot-mix asphalt in most road sections. Furthermore, we confirmed that the application of HDM-4 is useful for pavement project planning and evaluation. More investigation is needed to enlarge the scope of the pavement data and to explore more deeply socio-environmental cost and delay cost.

• Journal of the Korean Geotechnical Society
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• v.39 no.11
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• pp.85-95
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• 2023

This study implemented intelligent compaction technology at the construction site of the AY Highway in Gyeonggi Province, with a focus on obtaining the representative intelligent compaction value, CMV. The target CMV for quality control was established through trial construction, and the validation of the compaction quality control process based on intelligent compaction was conducted. The optimal approach for determining the target CMV was confirmed to be through linear regression of the average CMV measured within a 5-m radius from the plate load testing location. Upon assessing compaction quality against the target CMV, it was observed that the quality criteria outlined in the domestic intelligent compaction standard were met. However, the criteria outlined in Austria and the United States were not satisfied. Notably, indicators related to the variability of compaction quality did not meet the specified criteria, suggesting a stringent standard compared to the observed variability of CMV, ranging from 17% to 55%. Consequently, it is recommended to conduct additional field tests to further validate the compaction quality control process based on intelligent compaction. This will aid in confirming and enhancing the appropriateness of the regulations stipulated in each standard.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.5
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• pp.224-239
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• 2023

C-ITS (Cooperative-Intelligent Transportation System) refers to user safety-oriented technology and systems that provide forward traffic situation information based on a two-way wireless communication technology between vehicles or between vehicles and infrastructure. Since the Daejeon-Sejong pilot project in 2016, the C-ITS infrastructure has been installed at various locations to provide C-ITS safety services through highway and local government demonstration projects. In this study, a methodology was developed to verify the effectiveness of the warning information using individual vehicle data collected through the Gwangju Metropolitan City C-ITS demonstration project. The analysis of the effectiveness was largely divided into driving behavior impact analysis and environmental analysis. Compliance analysis and driving safety evaluation were performed for the driving impact analysis. In addition, to supplement the inadequate collection of Probe Vehicle Data (PVD) collected during the C-ITS demonstration project, Digital Tacho Graph ( DTG ) data was additionally collected and used for effect analysis. The results of the compliance analysis showed that drivers displayed reduced driving behavior in response to warning information based on a sufficient number of valid samples. Also, the results of calculating and analyzing driving safety indicators, such as jerk and acceleration noise, revealed that driving safety was improved due to the provision of warning information.

• Journal of the Korean Recycled Construction Resources Institute
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• v.4 no.4
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• pp.388-395
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• 2016

This paper explores the photocatalytic sensitivity of cement mortar incorporated with recycled $TiO_2$ from waste water sludge. Basically, $TiO_2$ cluster sank down slowly to the bottom of cement mortar specimen before setting and hardening process. This leads the mismatch of $TiO_2$ concentration on the top and the bottom faces of a specimen. This poorly dispersed $TiO_2$-cement mortar naturally exhibits poor NOx removal efficiency especially on the top of cementitious structure. In architectural engineering application such as building or housing structures, one can simply filp over from the bottom so that more $TiO_2$ concentrated surface can be placed outward into the air. However, in highway pavement case, this could not be applicable due to in-situ installation of concrete pavement. Hence, the dispersion of $TiO_2$ cluster inside the cementitous material is getting important issue onto road construction application. To elaborate this issue, according to our results, silica fume, high-ranged water reducer, viscosity agent, blast furnace slag were not enhanced much of dispersion characteristics of $TiO_2$ cluster. The combination of foaming agent and accelerator of hardening with viscosity agent and small grain size of fine aggregate may help the dispersion of $TiO_2$ inside cementitious materials. Even though the enhanced dispersion were applied to the specimen, NOx removal efficiency doest not change much for the top surface of the specimen. This concurrently affected by the presence of tiny air voids and the dispersion of $TiO_2$ in that these voids could easily adsorbed NOx gas with the aid of large surface area.

• Journal of Wetlands Research
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• v.19 no.4
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• pp.403-408
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• 2017

This study aims to set up the basic data to manage the waterfowl habitat through the analysis of the changes of physical structure according to the time series of Hangang(Riv.) as water birds' habitat. Study area was 41.5km in length from Paldang bridge to Hangju bridge. during total length of 497.52km and horizontal boundary was based on the protected lowland in year 1975. As the analysis result of land use from the center of water to adjacent road to the river, ratio of year 1975 was in order of sedimentary land(22.7%), surface water(20.7%), built-up area(16.9%), field(16.2%), paddy field(15.9%), and afterwards most of the areas were changed through the construction of arterial highway and submerged weir in order to use Hangang(Riv.). In year 1985, the area ratio of protected lowland(57.8%) and surface water(32.8%) dramatically increased. After construction of river bank the recreational areas continually increased and relatively natural areas decreased. In year 2005, the area ratio of protected lowland was enlarged to 57.6% and surface water also to 33.3%. While the length of both riversides and naturalness decreased by 10.9%, 91.5% respectively in year 2005 compared to year 1975, the depth of water increased by 1.46m. Comprehensively, the flow of changes by physical structure in Hangang(Riv.) for 30 years was divided into two periods. The main characteristics in the first period were decrease of riverside area and enlargement of the surface water through the massive construction before middle of year 1980, and afterwards revetments were intensively artificialized with changes of land use for amusement area. In terms of water fowl habitat, Hangang(Riv.) which previously had various types of habitat condition was changed into simplified habitat for few of species, and the active improvement apporach was needed for habitat diversity.

• Journal of Korean Society of Forest Science
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• v.39 no.1
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• pp.1-34
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• 1978

On July 8, 1977, 432mm of precipitation which is the largest daily storm in Korea fell on the city of Anyang where a nearby suburban community of Seoul. Average storm intensities of 90mm per hour were recorded during the period from 1900~2200 hours on this date. Area of landslides triggered by this storm is about 96 hectares resulting from 1,876 places within about 12,600 hectares of the watershed studied. These hazards injured hundreds of human lives and took 122 human lives. Rail and highway systems were disrupted and about 30 hectares of rice paddies were washed away and hundreds of hectares were inundated. About 500 houses were destroyed. The objectives of this study are (a) to describe the problem areas, identifying critical factors causing the landslide hazards including earth and stone-debris avalanches, (b) suggest measures which might enhance the effectiveness of stabilization measures, and (c) also suggest the landslide and flood damage prevention methods from the point view of the upper-watershed conservation techniques in Anyang hollow-basin.

• 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 Environmental Agriculture
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• v.10 no.1
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• pp.1-10
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• 1991

The object of this stduy was to investigate the pollution of Pb in paddy field soil with different distance from roadside and to find out the relationship between the ratio of chemical fractions of total Pb and soil characteristics. Lead from automobiles is exhausted as particulates composed primarily of halide compounds (PbBrCl, $PbBr_2$, $PbCl_2$). The samples of soil were collected directly from the paddy fields with different distance from the roadside of highway and expressway which are located in Kyungpook province. A sequential extraction procedure was used to fractionate Pb in paddy field soil into the disignated forms of water soluable, exchangeable, organically bounded, carbonate, sulfide, and residual Pb. Results obtained are summerized as follows. 1. The content of Pb in paddy field soil was the highest in Chungdo, 30.0 ppm, the lowest in Koryung, 14.8 ppm, and the total average content was 21.9 ppm. The effect of traffic volume was not clear, but a slight difference according to the order of opened year of roads was showed. 2. The effect of distance from roadside was not clear. The content of Pb in paddy field soil with different distance from roadside was 22.2 ppm within l0m, 22.1 ppm in 10∼30m, 22.2 ppm in 30∼50m. and 21.3 ppm beyond 50m. 3. The distribution of Pb fractions in soil showed a wide difference depending on soil properties. The average content of exchangeable. organically bounded, carbonate, sulfide, and residual Pb was 8.6%, 33.6%, 29.8%, 21.5%, and 6.7%, of total Pb in the soil, respectively. 4. The content of organically bounded Pb in soil showed highly positive correlation with organic matter and CEC, while the content of exchangeable Pb was highly negative correlation. 5. With higher soil organic matter and CEC, organically bounded Pb fraction tend to be higher but exchangeable Pb fraction tend to be lower. Other forms of Pb showed no difference with soil organic matter contend and CEC. The distribution of Pb fraction related to CEC showed similiar tendency with that of organic matter content.

• Journal of the Korean Society of Environmental Restoration Technology
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• v.1 no.1
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• pp.3-17
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• 1998

The purposes of this study is to investigate the possibility of planting trees at space land in the riverside. The space land is for the green space. Calculating the plantable space in the representation section and the flood flowing stability of the existing banks based on the hydrological and meteorological data of the Kap-Chon riverbasin located in Tae-jon, the following results are drawn. (1) The flood discharges in each flow section are $698.7m^3/s$ in section 1, $654.6m^3/s$ in section 2, and $1353.3m^3/s$ in section 3 during 100 years recurrence interval. Because the designed-flood discharges in those sections are $1719.9m^3/s$, $2119.7m^3/s$, and $1512.8m^3/s$ respectively, safety for flood flowing is sufficient in existing banks. (2) The possible clearance for planting trees is 1.80m in section 1, 3.90m in section 2, and 0.01m in section 3. Planting clearance is enough in section 1 and 2. However, planting should be planned after estimating a rise-height due to the bridge piers, because many piers under riverine-highway are now on the construction in section 2. The section 3 does not have sufficient clearance for planting trees, but the planting is possible after getting enough flow area with slope by cutting the terrace land on the river artificially heightened. (3) In case of planting a tree 70cm diameter in $1m^2$ in section 1, the water level increases by 0.60m. Planting a tree in a $48m^2$ area increases the water level by 0.90m. Considering that plantable clearance is 1.8m in section 1, it is sufficient to flow safely. But if the trees are planted so compactly from the upper stream, expected heavy resistance is expected due to caught materials on the trees. So, trees have to be planted widely in upper streams but compactedly in lower streams. (4) The river width without changing, Kap-Chon's flow channel can be snaked in accordance with the nature law the wide terrace land in the riverside. Decreased flow area due to planting trees will be compensated by the inclination of terrace land. And, it is theoretically proved that the flood discharge is safe even though the terrace land on the river is parked similar to the nature. Planting trees in the terrace land of the Kap-chon river to the extent that flood flowing is not adversely affected, we can get the enjoyable park to citizens not spending expensive cost. It also contributes to the recovery of ecosystem, which gives the natural beauty of river and shade to citizens and becomes good natural-educational places for children.