PURPOSES : A highway operates in a continuous flow and has restricted access. When an accident occurs on a highway, the impact on the traffic flow is large. In particular, an accident that occurs in a tunnel has a more significant impact than an accident that occurs in a general section. Accordingly, the management agency classifies the tunnel as a dangerous section and manages a tunnel of more than 1000 m using the Tunnel Transportation Management System. The purpose of this study was to select dangerous tunnels that require intensive management for the efficient management of highway tunnels. METHODS : In this study, for the selection of dangerous tunnels for expressways, all highway tunnels were classified into five clusters by characteristics. The traffic accident severity — equivalent property damage only (EPDO) — for each tunnel cluster was derived through a traffic accident analysis. Based on the severity analysis results, the safety performance function (SPF) for each cluster was established, and the accident risk tunnel was selected based on the potential safety improvement (PSI) value of each tunnel calculated using the empirical Bayes (EB) method for each tunnel cluster. RESULTS : As a result of the analysis, accident risk tunnels were selected based on the PSI values of the tunnels for each highway tunnel group. Finally, 55 hazardous tunnels were identified as hazardous tunnels: 13 tunnels in Cluster 1, 3 tunnels in Cluster 2, 15 tunnels in Cluster 3, 18 tunnels in Cluster 4, and 6 tunnels in Cluster 5. CONCLUSIONS : After classifying all 1232 tunnels on the highway into five clusters according to tunnel characteristics, EPDO analysis was performed for each tunnel cluster. To this end, the SPF for each cluster was constructed, and accident risk tunnels were selected based on the PSI value of each tunnel calculated using the EB method for each tunnel cluster. The tunnel cluster was classified as a typical tunnel type. As a result, most of the first and second values were calculated from cluster E (long tunnel cluster).

PURPOSES : In this study, we quantitatively prove the rubber necking phenomenon for highway traffic accidents and develop a calculation model based on the influencing factors. METHODS : Vehicle detector speed data in the opposite direction to the accident point were used based on the accident data on highways over the past three years, and a comparative verification was performed between nearby vehicle detector data to verify the reliability of the data. Accordingly, a binomial logistic model, ordinal probit regression model, and multilinear regression model were developed to compare the orientation. RESULTS : There was a difference in the influencing factors based on the dependent variable, and the day of the week, vehicle type, weather, longitudinal slope, and median height had an effect. Through a regression analysis, an influence coefficient was derived to calculate the driving speed deceleration value by rubbernecking. The results of the model analysis proved that the speed reduction caused by rubbernecking was more evident during the daytime than at night, during weekends compared to weekdays, and the speed reduction was more obvious for heavy vehicles compared to other types of vehicles. It can also be concluded that longer clearance time, higher accident severity, and higher traffic volume affect traffic delay. To verify the data and model equation, the mean prediction bias (MPB) and mean absolute deviation (MAD) were calculated for hundred cases randomly extracted from the collected accident data. These results were excellent. CONCLUSIONS : It can be developed into a human-engineered model that reflects various road/facility conditions, such as highways, other lanes, general roads, and roads without a median strip. This study is meaningful as a basic study on the quantitative effect of rubber necking.

PURPOSES : The Korea Expressway Corporation has been working on an early remodeling project for the Jungbu Expressway, to prepare techniques for the rehabilitation of the old CRCP. In this study, a literature review, field survey, and thickness design using MEPGD were conducted. This is to provide a procedure for the pre-treatment, or repair of the existing pavement in the JungBu Expressway. METHODS : To evaluate the pavement condition of the JungBu Expressway, the existing PMS data were analyzed, and field surveys were conducted for each pavement condition. The SMA overlay thickness design was performed using the pavement thickness design program (MEPGD). In addition, the repair procedure was reviewed considering the characteristics of the old CRCP in Korea. RESULTS : From the analysis of existing PMS, field surveys, and laboratory tests, it was discovered that the old CRCP condition of the Jungbu Expressway was not satisfactory. Using MEPDG, the SMA thicknesses for each scenario were proposed as 5, 8, and 10 cm. In addition, appropriate repair procedures for each distress type(punchpout, multiple repair, re-failure, failure of longitudinal joint, etc.) of damaged CRCP in Korea were proposed. CONCLUSIONS : For the remodeling project of the Jungbu Expressway, appropriate repairs should be performed for each type of distress in the old CRCP. In this study, an appropriate overlay thickness and pre-treatment method are suggested.

PURPOSES : Korea Expressway Corporation has been working on an early remodeling project for the Jungbu Expressway to prepare methods for the rehabilitation of the old CRCP(Continuous Reinforced Concrete Pavement). In this study, the distress of the old CRCP was classified, and the engineering properties of the core specimens for each failure type were evaluated. Based on the test results, the concrete conditions of the existing CRCP were evaluated. This provides a basis for the pre-treatment or repair of the existing CRCP in the JungBu Expressway. METHODS : To evaluate the pavement condition of the Jungbu Expressway, existing PMS(Pavement Management System) data were analyzed, and field surveys were conducted for each pavement condition. The longitudinal rebar depth, rebar spacing, horizontal crack, and pavement thickness were examined through core sampling and non-destructive testing. In addition, the core specimens were used to evaluate the compressive strength, chloride penetration test, chloride ion penetration resistance, and freeze-thaw resistance. RESULTS : From the analysis of existing PMS data, field surveys, and laboratory tests, it was found that the old CRCP condition of the Jungbu Expressway was not good. Various types of failures occurred, and horizontal cracks at the rebar location, upward rebar locations, and rebar corrosion were confirmed. In addition, the compressive strength was considerably high, but the durability-related index was judged to be poor. CONCLUSIONS : For the remodeling project of the Jungbu Expressway, appropriate repairs should be carried out for each type of distress in the old CRCP.

우리나라는 54년 전부터 고속국도를 건설하기 시작하였다. 그러나 고속국도의 주요 시설물들 자체에 대한 연구는 찾아볼 수 없었다. 그래서 분기점과 휴게소에 이어 나들목의 명칭 특성을 분석하였다. 2020년 말 현재 500개 나들목에 대한 분석 결과는 다음과 같다. 나들목 명칭의 어종은 95.8%가 한자어였고, 평균 음절수는 2.60음절로 상당히 짧았으며, 대체로 지수분포를 보였다. 명명 유연성 측면에서는 행정구역명 관련 나들목 명칭이 65.0%로 가장 많았고, 결합지명이 28.2%로 다음을 차지하였다. 이들 명칭이 다수를 차지한 것은 한국도로공사의 ｢시설물 명칭 부여 기준｣ 때문이라고 판단된다

PURPOSES : This study analyzes the service life of the repair methods of jointed plain concrete pavement (JPCP) on expressways in Korea using PMS data. METHODS : The Korea Expressway Corporation PMS data acquired from five major expressways in Korea were used for the analysis. The service lives of the repair methods were considered for two different cases: 1) the previous repair methods had been completely rerepaired by another or the same method due to their damage, and 2) the current repair methods were still in use. RESULTS : The service lives of D/G and section repair were shown to be at least 30 % and 50 % shorter than expected, respectively. Joint sealing and crack sealing exhibited a service life similar to that expected. The Mill-and-Asphalt-overlay method showed an approximately 30 % longer service life; this might be because some damage to the asphalt overlay is typically neglected until subsequent maintenance and repair. When multiple repairs were applied in series for an identical pavement section, the service life of repairs on previously damaged secti ons become even shorter compared to their first application. CONCLUSIONS : It was found that the analyzed service life of most important repair methods did not reach the expected service life, and that the service life of the same repair method becomes shorter as applied to the previously repaired concrete pavement sections. These shorter service lives should be seriously considered in future JPCP repair strategy development.

PURPOSES : The type and degree of structural conditions and influencing factors distributed across representative sections should be similar to those distributed across entire sections as the representative sections have been predominantly used for developing performance prediction models, which substitute entire sections of road pavement. Therefore, a logic that selects the representative sections with similar distributions of structural conditions and the influencing factors with those of entire expressway asphalt pavement sections requires development. METHODS : The logic developed in this study to select the representative sections of asphalt pavements comprised three steps. First, the data on the structural conditions of the pavement and the influencing climate conditions and pavement materials were collected and organized. Consequently, in the second step, the candidate sections were selected, with the severity of the structural conditions of the pavement distributed widely and evenly. Finally, in addition to the widely and evenly distributed pavement conditions, the representative sections with climatic conditions and pavement materials were selected. RESULTS : A total of 6,352 ordinary asphalt pavement sections and 596 composite asphalt pavement sections were selected as entire expressway asphalt pavement sections and the data were collected and organized according to the logic developed in this study. Three times the representation sections were selected as candidate sections and, finally, 85 sections were selected as representative sections. The distribution of structural conditions and influencing climate conditions and pavement materials in the representative sections were similar to those in the entire sections. In addition, the representative sections were spread evenly across the country. CONCLUSIONS : The sections presenting similar distributions of structural conditions and the influencing factors of entire expressway asphalt pavement sections could be selected in this study. Using the representative sections selected in this study, a remodeling index model will be developed for predicting the asphalt pavement sections that require large-scale repair.

우리나라의 고속국도 역사는 50년 전부터 시작되었다. 그러나 고속국도의 주요 시설물들 자체에 대한 연구는 찾아볼 수 없었다. 그래서 분기점에 이어 휴게소의 분포 및 명칭 특성을 분석하였다. 231개 휴게소의 분포 특성을 분석한 결과, 노선별 단순 총수 및 단위 거리 당 휴게소 수는 모두 주요 간선 노선들에 많았다. 지역별로는 대도시 및 인근 지역보다 도 지역에 더 많았고, 분기점과 달리 산포하는 특성을 보였다. 면적 대비 휴게소 수는 경부축선 상에 많고, 인구 대비 휴게소 수는 도 지역에 많았다. 136개 휴게소의 명칭 특성을 분석한 결과, 어종은 89.7%가 한자어였으며, 평균 음절수는 2.75음절로 상당히 짧고, 지수분포 를 보였다. 명명 유연성 측면에서는 행정구역명 관련 분기점 명칭이 66.7%로 가장 많았고, 결합지명이 19.3%로 다음을 차지하였다. 최근 제정되었거나 변경된 휴게소 명칭의 다수가 결합지명인데, 이용객들의 불편을 최소화하려는 노력이 필요하다.

우리나라의 고속국도 건설 역사는 이미 50년이 넘었다. 그러나 고속국도의 주요 시설물들 자체에 대한 연구는 찾아볼 수 없었다. 주요 시설물 중 운전자들이 중요하게 여기는 분기점의 분포 및 명칭 특성을 분석하였다. 2020년 6월 현재 108개 분기점에 대한 분석 결과는 다음과 같다. 노선별 단순 총수는 주요 간선 노선들에 많지만, 단위 거리 당 분기점 수는 단거리 노선에 훨씬 더 많았다. 지역별로는 경기, 경남 등 대도시 주변에 집중되어 있었는데, 면적과는 달리 인구 대비 분기점 수는 오히려 더 적었다. 분기점 명칭의 어종은 99.1%가 한자어였으며, 평균 음절수는 2.17음절로 매우 짧고, 지수분포를 보였다. 명명 유연성 측면에서는 행정구역명 관련 분기점 명칭이 87.0%로 압도적이었으며, 그 중에서도 읍･면･동 관련 명칭과 시･군･구 관련 명칭이 대부분을 차지하였다. 어종, 음절 및 명명 유연성 특성은 행정구역명을 우선적으로 따르는 ｢시설물 명칭 부여 기준｣의 영향이 크다.

The urban expressway is widely used to avoid traffic jams in highly-populated urban areas. However, vehicle exhaust can be easily transported to the neighboring area including residential buildings. In this study, we investigated the transport and penetration of vehicle exhaust into the nearby high-story residential building. Black carbon (BC) and lung deposited surface area (LDSA) concentrations were monitored every 1 min using an aethalometer (AE51, Magee) and a nanoparticle aerosol monitor (AeroTrak 9000, TSI), respectively. For comparison, the measurement was carried out in both the living room and balcony of the apartment from January 18 to January 25, 2016. The CO2 concentration indicated the presence of residents in the living room and transport of vehicle exhaust from the roadway in the balcony. Its diurnal variation showed a significant difference between weekdays and the weekend, implying the different time activity of residents and traffic volume. BC and LDSA concentrations were 1.4±1.5 μg/m3 and 53.9±45.0 μm2/cm3 indoors, and 1.9±1.0 μg/m3, 76.2±34.5 μm2/cm3 outdoors, respectively. The indoor to outdoor concentration ratios range from 0.6 to 0.8, indicating the significant influence of outdoor vehicle exhaust. The highest concentrations of BC and LDSA were observed in the morning rush hours, except for those indoors during the weekend. In particular, the outdoor effect is significant during the morning rush hours. Indoor air quality management is urgently needed for residents living near the urban expressway.

PURPOSES : The purpose of this study is to evaluate the performance characteristics of stone mastic asphalt (SMA) pavement by comparison with polymer modified asphalt (PMA) pavement and conventional asphalt pavement, to check the performance characteristics according to the pavement type, pavement materials, traffic volume, and environmental factors and to analyze the quality variation characteristics according to the pavement materials using data extracted from the database of the expressway long-term pavement performance. METHODS : Approximately 10% outlier data of pavement performance data were excluded in order to increase the reliability of the analysis results before evaluating the asphalt pavement performance. The performance model was developed through linear regression analysis by setting the performance period as the independent variable and the highway pavement condition index (HPCI) as the dependent variable. Descriptive statistic analysis of HPCI using the static package for social science (SPSS) tool and the analysis of variance was performed to identify the quality variation characteristics according to the pavement materials. The amount of de-icing agent and traffic level of service were classified as two levels in order to check the influence of traffic volume and environmental factors on the performance characteristics of the asphalt pavement. RESULTS : The tentative pavement performance lives were calculated at 19.3 years for new the SMA pavement (GPS-2), 14.3 years for the SMA overlay on the asphalt pavement (GPS-6), and 10.3 years for the SMA overlay on the concrete pavement (GPS-7). In case of the asphalt overlay, the tentative performance lives were calculated at 8.2 years for the PMA overlay on the asphalt pavement (GPS-6), 7.2 years for the PMA overlay on the concrete pavement (GPS-7), 7.2 years for the conventional asphalt overlay on the asphalt pavement (GPS-6), and 5.5 years for the conventional asphalt overlay on the concrete pavement (GPS-7). CONCLUSIONS : It was confirmed that the SMA pavement showed better performance and quality variation characteristics than the PMA and conventional asphalt pavement. The performance characteristics of the asphalt pavement (GPS-2) was better than the asphalt overlay pavement, and the asphalt overlay on the asphalt pavement (GPS-6) had better performance characteristics than the asphalt overlay on the concrete pavement (GPS-7). It was observed that the asphalt overlay on the asphalt pavement (GPS-6) was strongly influenced by the traffic volume and the asphalt overlay on concrete pavement (GPS-7) was strongly influenced by the traffic volume and de-icing agent.

PURPOSES : This study was conducted to develop expressway safety treatments based on the analysis results of older driver behaviors through literature review, surveys, and driving simulator experiments. METHODS: In this study, three analyses were conducted: surveys of 700 older drivers to find the risk segments they recognized, driving simulator experiments with older and younger drivers to investigate driver behaviors, and expert surveys to find the priority of expressway safety treatments for older drivers. RESULTS : Through survey results it was found that merging areas and tunnels were identified as the most dangerous areas, and more dangerous older driver behaviors were observed on those expressway segments in the driving simulator experiments. In addition, the priorities of safety treatments for each segment of expressways were decided based on expert surveys. CONCLUSIONS: It was concluded that choice and concentration strategies of expressway safety treatments for older drivers should be applied as perceptions regarding dangerous spots and older driver behaviors, including geometric designs, safety facilities, regulation, and institutes to improve expressway safety.

Rest area is a space providing opportunities to use a restroom, refuel, reduce fatigue and receive mechanical maintenance services. In Korea, entering rate to rest area from mainline traffic and duration time in rest area are the key variables in the determination of size of rest area. However, there are many controversies because of inconsistency of those variables between rest areas. Moreover, cases that parking space of newly opened rest area are heavily congested which led to an early expansion are also reported frequently. Review on studies related to design variables for the size of rest area shows that they mostly focus on entering rate, the most superficial aspect of driver’s behavior with regression analysis with mainline traffic volume of and geographical condition. Also, studies did not succeed to explain the difference in entering rates of two different rest areas with similar mainline traffic volume. In this research, aggregate methodology has been adopted to overcome prior studies’ limitation. DSRC (Dedicated Short Rage Communication) data collected from RSE (Road Side Equipment) along expressway has been analyzed to construct trip trajectory of each vehicle. From the analysis of each vehicle’s trip trajectory, rest area usage pattern has been found out to be a result of each vehicle’s travel characteristics including departure time, time of the day when passing rest area, and driving duration. And as a result, data-driven analysis methodology was able to be laid out.

The corrugated steel plate culvert structure was developed and actively developed in the United States in the 1930s and was introduced into the domestic scene in the 1970s. Currently, about 1,000 corrugated steel structures were being used for expressway concrete passage culverts and waterway culverts. Compared to concrete materials that require a basic curing time, corrugated steel plates could be assembled and backfilled, so that the construction speed is fast and the economics were excellent. However, as the number of public years has elapsed, problems in maintenance have been found. Therefore, there is a growing interest in the stability of corrugated steel plate structures. Therefore, in this study, the improvement for the efficient maintenance of the corrugated steel structure constructed on the expressway was examined.

Reinforced earth retaining walls are easier to construct and more economical than concrete retaining walls, and the applicability to the parts where the retaining wall structures are needed is gradually increasing. Since 1980, reinforced earth retaining walls have been used in various ground and environmental conditions, and various types of damage have been found in the maintenance stage due to various conditions of the applied site. Especially, when the ground is sloped, the damage is more serious than the case where it is not. Therefore, in this study, the long-term behavior of reinforced earth retaining wall constructed on the expressway according to the slope of the ground is analyzed.

This case study explained the korea expressway’s ex-post evaluation that focused on the direct and indirect effects of expressway, constructed for 40years. Expressway has been the foundation of South Korean economy and society since 1970. But there was a few research of the various effect of expressway. This case study tried to qualitatively analyze the direct and indirect effects of expressway. This case study suggested the expressway’s various effects separated by a 10year from 1970 to 2010 and calculated the monetary value of expressway network by transport network analysis. Also, it suggested the SA(Service area) of express network from 1970 to 2010 by ArcGis’s IDW methodology. Especially, the regional and industry development effect of expressway was calculated in this study by adapting the function of Cobb-Douglas production.

Three CNN (Convolutional Neural Network) models of GoogLeNet, VGGNet, and Alexnet were evaluated to select the best deep learning based image analysis mothod that can detect pavement distresses of pothole, spalling, and punchout on expressway. Education data was obtained using pavement surface images of 11,056km length taken by Gopro camera equipped with an expressway patrol car. Also, deep learning framework of Caffe developed by Berkeley Vision and Learning Center was evaluated to use the three CNN models with other frameworks of Tensorflow developed by Google, and CNTK developed by Microsoft. After determing the optimal CNN model applicable for the distress detection, the analyzed images and corresponding GPS locations, distress sizes (greater than distress length of 150mm), required repair material quantities are trasmitted to local maintenance office using LTE wireless communication system through ICT center in Korea Expressway Corporation. It was found out that the GoogLeNet, AlexNet, and VGG-16 models coupled with the Caffe framework can detect pavement distresses by accuracy of 93%, 86%, and 72%, respectively. In addition to four distress image groups of cracking, spalling, pothole, and punchout, 22 different image groups of lane marking, grooving, patching area, joint, and so on were finally classified to improve the distress detection rate.