PURPOSES : An automated driving guidance framework was developed for automated vehicles based on cooperation between infrastructure and automated vehicles. The proposed automated driving guidance framework is assumed to function only when an automated vehicle encounters situations in which it cannot safely pass through without cooperation with the infrastructure. METHODS : A four-step concept of automated driving guidance levels was employed, and the decision criteria, such as moving object, event, and externality, were defined as the criteria for determining the automated driving guidance level. The judgment criteria of each stage and procedure for determining the autonomous driving guidance level were determined based on successive judgments, and the proposed automated driving guidance framework was designed based on an expert survey. The survey was aimed at experts with experience related to automated driving system research or technology development. RESULTS : The resulting framework shows the steps and criteria for determining whether automated driving guidance is required under a specific situation and what the guidance should be. CONCLUSIONS : The proposed automated driving guidance framework is designed to function only when an automated vehicle encounters situations in which it cannot safely pass through without cooperation with the infrastructure.

PURPOSES : In this study, an eco-friendly mastic asphalt backfill material is developed to reduce production and construction temperatures by 40 ℃ compared with those recorded when using conventional hot-mix mastic asphalt backfill materials. METHODS : To reduce the production and construction temperatures, SIS polymer modifiers and gum rosin were selected, and gum rosin-modified SIS materials were applied to the mastic asphalt binder mix design. SIS is less viscous than SBS at high temperatures owing to its thermal characteristics, and incorporating gum rosin into SIS causes the latter to exhibit a loose and soft structure. To improve the performance of the mastic asphalt modified with SIS and gum rosin, three different filler mixes, i.e., 100% PMMA, 50% PMMA and 50% calcium carbonate, and 40% PMMA and 60% calcium carbonate were applied. RESULTS : The rosin-modified SIS reduces the viscosity of the developed mastic asphalt binders. In particular, incorporating 3.7% of gum rosin is beneficial to the mastic binder and does not degrade its low-temperature performance. Similarly, using 100% PMMA as a filler improves the performance but results in workability issues at high temperatures. CONCLUSIONS : Rosin-modified SIS and PMMA are promising alternatives for increasing the workability at high temperatures while maintaining the target performance of grade PG82-22 binders if the appropriate ratio of calcium carbonate is mixed with PMMA and an alternative filler comprising calcium carbonate is used.

PURPOSES : In this study, high-viscosity grout for increasing ground stiffness is developed using industrial byproducts. METHODS : Based on literature review, the viscosity and viscosity expression time of domestic and foreign anti-washout admixture underwater were evaluated. In addition, grout was prepared by mixing 5% to 40% of fly ash (FA) in a standard mixture. Flow, setting time, and compressive strength tests were conducted to evaluate the quality of the grout. RESULTS : Experimental results show that the viscosity required is 35,000 to 40,000 cps, whereas the viscosity expression time required exceeds 300 min. As the amount of FA used for grouting increases, the physical and mechanical performances deteriorate. The strength of a test specimen manufactured underwater is lower than that of a test specimen manufactured under air, and the decrease on day 28 is lower than that on day 3. The FA applied to the grout should be less than 20%. CONCLUSIONS : Although industrial byproducts, which exhibit high viscosity, offer excellent mechanical performance and are thus suitable as a solidifying agent for strengthening grout, their application in the field must be evaluated.

PURPOSES : In this study, a system is investigated and developed to remove fog by injecting air onto a road using high-pressure air generated by turbo blowers installed on both edges of the road without using artificial chemicals. METHODS : A test device was constructed on a scaled road measuring 5 m long. A 225 kW class turbo blower was used to supply air. An air injection nozzle was installed to allow high-pressure air supplied from the turbo blower to be sprayed vertically from the edge of the road and horizontally from the surface of the road. Ten micro humidifiers were used to generate fog. RESULTS : Experimental results show that when ground fog occurs on the road, spraying air only in the vertical direction cannot effectively remove the fog. However, when vertical and horizontal nozzles are used simultaneously, both ground fog and flowing fog are removed effectively. CONCLUSIONS : A system for removing fog by spraying air jet is constructed, and fog is generated using a micro humidifier. Results from the fog removal performance test show that the system effectively removes fog.

PURPOSES : In this study, we propose a mini-trench method, which involves using warm mix Guss mastic asphalt as a backfill material and an installation temperature of 160 ℃. The method is verified via a heat transfer analysis of a pavement using the finite element method. METHODS : First, the density, thermal conductivity, and specific heat required for heat transfer analysis were determined based on previous studies. Subsequently, the boundary conditions for convection and radiation to perform the heat transfer analysis were determined. The pavement temperature, which is the initial condition of the analysis, was determined based on the summer pavement temperature distribution using the temperature prediction program of the Korean pavement Research Program. Heat transfer analysis was performed by determining the temperature of the backfill material based on 160 °C and 200 °C for the heat load temperatures. The temperature change was observed on the backfill surface, and the temperature change of the conduit was observed directly. RESULTS : When the pavement surface temperature for traffic opening is 50 °C, the backfill thickness ranges from 50 to 250 mm, the warm mix Guss mastic asphalt requires 2 h to 5 h, 15 min until traffic opening, and the hot mix Guss mastic asphalt requires 2 h, 30 min to 6 h, 40 min until traffic opening. The limit temperature of the conduit evaluated based on KS C 8454 shows that the warm mix Guss mastic asphalt does not satisfy the standard when the backfill concrete cover is 50 mm thick, whereas the hot mix Guss mastic asphalt does not satisfy the standard when the concrete cover is 50 and 100 mm thick. CONCLUSIONS : The backfill depth of the mini-trench using warm mix Guss mastic asphalt as a backfill material should be less than 100 mm, considering the traffic opening time. Meanwhile, the thickness of the backfill concrete should be 100 mm or less.

PURPOSES : Fine dust significantly affects the atmospheric environment, and various measures have been implement to reduce it. The aim of this study is to reduce fine dust on roads by implementing porous pavements and a clean road system using the low-impact development technique. METHODS : We conducted quality tests (draindown, cantabro loss rate, tensile strength ratio, dynamic stability, and indoor permeability coefficient tests) and performance evaluation (dynamic modulus and Hamburg wheel-tracking tests) on the porous asphalt mixture. Subsequently, we constructed a porous pavement road in a test bed and conducted a permeability test. In the test bed, we installed a nozzle, a water tank, and a fluid pump to water the roadside. After the clean road system was completely installed, we measured the concentration of fine dust before and after water was sprayed. Additionally, we conducted a total suspended solids (TSS) test to confirm the reduction in re-suspended dust. RESULTS : All results from the quality test of the porous asphalt mixture satisfy the standards stipulated by the Ministry of Land, Infrastructure and Transport. Results from the dynamic modulus test show a low plastic deformation resistance but a high fatigue crack resistance. The results from the Hamburg wheel-tracking test satisfy the U.S. Department of Transportation standards. After the porous pavement was constructed, a permeability test was conducted, and the result satisfies the standard value. Using a particle counter, we measured the concentration of fine dust before and after water spraying, and results show 12.08% and 10.23% for PM10 and PM2.5 particles, respectively. The results from the TSS test show that after the initial water spray, almost all re-suspended dust are removed from a road. In unfavorable road conditions, almost all re-suspended dust are removed after a second water spray. CONCLUSIONS : The results of all of quality tests performed on a porous asphalt mixture satisfy the standards. By applying the results to a test bed, the problem of securing water is solved. Using the clean road system, 12.08% and 10.23% of PM10 and PM2.5 particles are removed, respectively. The system removes PM10 particles (larger particles) more effectively compared with PM2.5 particles. IN the future, we plan to revise the maintenance plan such that the porous pavement can exhibit long-term performance. Because pipe freezing may occur in the winter, we plan to analyze the periodic maintenance plan of the porous pavement and develop a solution to mitigate the issue of freezing pipes in the winter.

The paper introduces an experimental program for the newly developed vertical joints between Precast Concrete (PC) walls to improve their in-plane shear capacity. Compared to the existing vertical joints, two types of vertical joints were developed by increasing the transverse reinforcement ratio and improving frictional force at the joint interface. A total of four specimens including the Reinforced Concrete (RC) wall and PC walls with developed vertical joints were designed and constructed. The constructed specimens were experimentally investigated through monotonic shear tests. The observed damage, load-deformation relationship, strain and strength are investigated and compared with the cases of RC wall specimen. Experimental results indicate that the maximum force and initial stiffness of the PC wall with proposed vertical joints were decreased by comparing with those of RC wall. However, the ultimate displacement increased by up to 217.30% compared to the RC wall specimen. In addition, brittle failure did not occurred and relatively few cracks and damages occurred.

PURPOSES : In this study, surface distress (SD), rutting depth (RD), and international roughness index (IRI) prediction models are developed based on the zones of Incheon and road classes using regression analysis. Regression analysis is conducted based on a correlation analysis between the pavement performance and influencing factors. METHODS : First, Incheon was categorized by zone such as industrial, port, and residential areas, and the roads were categorized into major and sub-major roads. A weather station triangle network for Incheon was developed using the Delaunay triangulation based on the position of the weather station to match the road sections in Incheon and environmental factors. The influencing factors of the road sections were matched Based on the developed triangular network. Meanwhile, based on the matched influencing factors, a model of the current performance of the road pavement in Incheon was developed by performing multiple regression analysis. Sensitivity analysis was conducted using the developed model to determine the influencing factor that affected each performance factor the most significantly. RESULTS : For the SD model, frost days, daily temperature range, rainy days, tropical nights, and minimum temperatures are used as independent variables. Meanwhile, the truck ratio, freeze–thaw days, precipitation days, annual temperature range, and average temperatures are used for the RD model. For the IRI model, the maximum temperature, freeze–thaw days, average temperature, annual precipitation, and wet days are used. Results from the sensitivity analysis show that frost days for the SD model, precipitation days and freeze–thaw days for the RD model, and wet days for the IRI model impose the most significant effects. CONCLUSIONS : We developed a road pavement performance prediction model using multiple regression analysis based on zones in Incheon and road classes. The developed model allows the influencing factors and circumstances to be predicted, thus facilitating road management.

PURPOSES : To efficiently manage pavements, a systematic pavement management system must be established based on regional characteristics. Suppose that the future conditions of a pavement section can be predicted based on data obtained at present. In this case, a more reasonable road maintenance strategy should be established. Hence, a prediction model of the annual surface distress (SD) change for national highway pavements in Gangwon-do, Korea is developed based on influencing factors. METHODS : To develop the model, pavement performance data and influencing factors were obtained. Exploratory data analysis was performed to analyze the data acquired, and the results show that the data were preprocessed. The variables used for model development were selected via correlation analysis, where variables such as surface distress, international roughness index, daily temperature range, and heat wave days were used. Best subset regression was performed, where the candidate model was selected from all possible subsets based on certain criteria. The final model was selected based on an algorithm developed for rational model selection. The sensitivity of the annual SD change was analyzed based on the variables of the final model. RESULTS : The result of the sensitivity analysis shows that the annual SD change is affected by the variables in the following order: surface distress ˃ heat wave days ˃ daily temperature range ˃ international roughness index. CONCLUSIONS : An annual SD change prediction model is developed by considering the present performance, traffic volume, and climatic conditions. The model can facilitate the establishment of a reasonable road maintenance strategy. The prediction accuracy can be improved by obtaining additional data, such as the construction quality, material properties, and pavement thickness.

콩줄기명나방은 콩과작물 특히 팥을 가해하는 해충으로 알려져 있다. 본 연구는 온도가 콩줄기명나방의 발육단계별 발육기간, 성충의 수명 과 산란특성에 미치는 영향을 파악하고자 7, 10, 13, 16, 19, 22, 25, 28, 31, 34, 36°C 항온조건에서 조사하였다. 알과 유충은 7, 10, 13°C를 제 외한 항온조건에서 다음 생애단계로 성공적으로 발육하였다. 알, 유충, 번데기의 발육기간은 온도가 상승할수록 짧아지는 경향을 보였다. 콩줄기 명나방 발육단계별 발육 최저, 최고 한계는 LRF와 SSI모델을 이용하여 계산하였고 발육영점온도와 유효적산온일도는 선형회귀분석을 이용하 였다. 1령 유충 부화부터 성충출현까지의 발육영점온도와 유효적산온일도는 13.5°C와 384.5DD로 추정되었다. SSI모델을 이용한 부화부터 성 충출현까지 발육 최저 및 최고온도는 19.4°C과 39.8°C였고 이들간의 차이 즉 발육적정온도범위는 20.4°C였다. 성충은 16°C와 34°C 범위에서 부화하는 알을 생산하였고, 25°C에서 최대 약 416마리의 자손을 낳았다. 노화율, 나이별 생존율, 나이별 누적산란율, 온도의존 산란수에 관련된 성충모델들이 작성되었다. 본 연구에서 제시한 온도발육모형과 산란모형은 야외에서 콩줄기명나방의 개체군동태를 이해하고 콩과작물의 종합적 인 해충군관리체계를 마련하는데 기초기반자료로 활용될 것으로 기대된다.

콩명나방은 콩과작물 특히 팥을 가해하는 해충으로 알려져 있다. 본 연구는 콩명나방의 생물적 특징을 알아보기 위해 발육단계별 발육기 간, 성충의 수명과 번식능력을 13, 16, 19, 22, 25, 28, 31, 34°C 항온조건에서 조사하였다. 알은 모든 항온조건에서 부화하였고 유충은 16~ 31°C 온도조건에서 성공적으로 성충까지 발육을 완료하였다. 알의 발육기간은 31°C까지 온도가 상승할수록 짧아지다가 이후 온도에서 길어지 는 경향을 보였다. 유충, 번데기의 발육기간과 성충수명은 온도가 상승할수록 감소하였다. 콩명나방 발육단계별 발육 최저, 최고 한계는 LRF와 SSI모델을 이용하여 계산하였고 발육영점온도와 유효적산온일도는 선형회귀분석을 이용하였다. 1령 유충 부화부터 성충출현까지의 발육영점온 도와 유효적산온일도는 12.8°C와 280.8DD였다. SSI모델을 이용하여 추정한 부화부터 성충출현까지 발육최저 및 최고온도는 14.2°C과 31.9°C였고 이들간의 차이 즉 발육적정온도범위는 17.7°C였다. 온도와 관련된 콩명나방 성충의 생존, 수명, 산란기간, 산란수 자료들을 이용하 여 산란모형을 작성하였다. 본 연구에서 제시한 온도발육모형과 산란모형은 야외에서 콩명나방의 개체군동태를 이해하고 콩과작물의 종합적인 해충군관리체계 확립에 기여할 것으로 보인다.