몽골은 러시아, 중국과 국경을 맞대고 있는 내륙국가로 해외시장연결을 위해 도로 인프라 구축이 상당히 중요하다. 이에 몽골은 지 난 15년 동안 도로 건설을 지속적으로 추진하였으며 현재 몽골 국가도로 포장율을 약 50%까지 끌어 올렸다. 그러나 몽골은 최근 도로 포장 파손이 증가하고 이에 따른 보수예산이 증가하고 있는 추세인데, 이를 체계적으로 관리할 수 있는 관련 기술이 부재한 상황이다. 이에 본 사업에서는 한국의 30년 이상 축적된 도로관리기술을 기반으로 몽골에 최적화된 관리시스템과 장비를 개발할 계획이다. 이 를 통해 몽골에 디지털 기반 도로관리기술을 안착시키고 장기적으로 몽골의 도로연결성 강화 및 도로상태수준을 증진시키는데 기여하 고자 한다.

PURPOSES : The purpose of this study is to verify the effect of improving the retroreflectivity of pavement marking by increasing the refractive index of glass bead. METHODS : Pavement marking test-beds has been installed in National Highway 19, 42 and KICT Yeoncheon SOC Center. In testbeds several marking sections were installed for each type of marking materials and glass beads. In this test-beds initial dry and wet retroreflectivity were measured and analyzed. RESULTS : When the refractive index of glass bead was adjusted upward in water based paint(glass bead No.1→ No.2), dry retroreflectivity increased by about 30 to 70%, and wet retroreflectivity slightly increased by about 10 to 40%. When using glass bead No. 2 in water based paint, it was found to meet the standards of the Road Traffic Act. However, since wet retroreflectivity of water based paint slightly exceeds the standard value, a follow-up investigation is needed to determine how long this performance can be maintained. When using glass bead No.1 in MMA(methyl methacrylate), the average wet retroreflectivity was evaluated to be 128 to 150 mcd/lx/m2, and when using glass bead No.2, the average wet retroreflectivity was evaluated to be about 200 to 270 mcd/lx/m2. Accordingly, MMA showed the best performance compared to other paints. CONCLUSIONS : When using glass bead No.1 in water-soluble paints and thermoplastic, it did not meet the wet retroreflectivity standards of the Road Traffic Act. But when using glass bead No.2, it met the wet retroreflectivity standards. As a result of analyzing the road marking budget according to the upward adjustment of the refractive index of glass bead, it was analyzed that if only the material class was adjusted upward, the cost would increase by more than twice the current budget. In order to decrease this budget increase rate(to increase service life), it is necessary to strengthen quality control standards for pavement marking and develop scientific-systematic quality control techniques.

PURPOSES : In this paper, problems and improvements in pavement marking standards are proposed as a result of the analysis of domestic/foreign standards and field data. METHODS : In this study, the US FHWA and all state standards were analyzed and domestic pavement marking standards were compared and analyzed. In addition, national highway marking test data, namely the Yeoncheon Test-Bed data, and data from Hawkins et al. (2015) were analyzed. Based on this, problems and improvements in the Korean pavement marking standards are proposed. RESULTS : As a result of literature and field data analysis, various problems were found in the Road Traffic Act and National Police Agency manual. In this standard, there is no definition of Qd; the RD reference value is set too low; and the RW and RR reference values are difficult to be considered reasonable values. CONCLUSIONS : There is an aspect in which the standard items and values of pavement markings are set under some policy judgment. Therefore, it is necessary to properly revise the standards, considering technical and economic aspects.

본 연구에서는 polyketone (PK)을 이용하여 전기방사 조건에 따른 섬유 형상의 특성 변화와 유수분리 가능성을 확인해 보았다. 고습과 저습 조건에서는 마이크론 직경의 섬유가 형성되었으며, 특히 고습에서는 섬유의 표면이 거칠게 변한 것이 확인되었다. 섬유 직경을 micro에서 nano로 변경하기 위하여 방사용액에 염을 추가하였으며, 그 결과 섬유 직경이 약 90% 감소하는 것을 확인할 수 있었다. 제조된 rPK-LNC와 PK-H로 유수분리 특성을 확인하기 위해 oil/water 에멀션으로 중 력 조건에서 유수분리를 진행하였으며 total organic carbon (TOC)와 탁도를 측정하여 특성을 분석하였다. 제거율 확인결과 탁도가 TOC와 동일한 경향성을 나타내는 것이 확인되었다. 따라서 본 연구에서는 고분자의 방사조건과 염의 유무에 따른 분리막의 섬유 형상과 물리적 특성변화와 이를 이용한 유수분리 특성에 대해 연구하였다.

PURPOSES : The purpose of this study is to suggest a thermal expansion coefficient measurement method using an embedded strain transducer (EST) and vibrating wire gauge (VWG), as well as to evaluate the reliability of the proposed methods by comparing them with the AASHTO T 336-10 standard method. METHODS : To apply the AASHTO 336-10 test method, which is the criterion for reliability evaluation, a reference specimen using stainless steel (sus304) is manufactured, and a thermal expansion coefficient of 17.308με/°C is obtained based on ISO regulations. Using the reference specimen, the correction factor of the thermal expansion coefficient measurement equipment is measured to be 2.93με/°C, and using this value, the thermal expansion coefficient of the mortar specimen containing the embedded gauges is measured accurately. The reliability of the proposed experimental method is evaluated by measuring the thermal expansion coefficient of the embedded gauge with temperature compensation and then comparing it with that of the reference specimen. RESULTS : The coefficient of thermal expansion of the mortar specimen is measured to be 12.423με/°C based on AASHTO 336-10, 11.963με/°C using the EST method, and 12.522με/°C using the VWG method. Based on the results obtained using the AASHTO method, the embedded gauges show a difference of 1%~3% in terms of the average results, as well as a difference in the standard deviation of 0.059~0.186. Therefore, our level of confidence in the thermal expansion coefficient experiment using the embedded gauges is high. CONCLUSIONS : When using the AASHTO 336-10 test method, the thermal expansion coefficient should be obtained by measuring the length change of the specimen; however, some engineering judgment of the experimenter is required when the measurement values fluctuate during the temperature stabilization period. In the thermal expansion coefficient test using embedded gauges (EST and VWG), temperature compensation must be performed. Furthermore, it is assumed that the temperature difference between the water tank and test specimen does not significantly affect the thermal expansion coefficient measurement because the important point is not the actual temperature value but the temperature gradient. For reliability evaluation, a statistical significance review of the strain distribution by measurement method is performed via a T-test comparing with the AASHTO test result (12.423με/°C) and the reliability level for each measurement method remains confidential.

본 연구에서는 유기용매에 저항성이 뛰어난 소재인 polyketone 고분자를 사용하여 열유도 상분리법(TIPS)으로 유기용매 저항성 중공사 분리막을 제조하였다. 희석제는 green solvent로 알려진 PEG300, DMSO2, glycerine을 사용하였으며, 이때 사용된 diluent에 따라 나타나는 구정형 구조를 가지는 고-액 상분리와 bicontinuous한 구조를 가지는 액-액 상분리를 관 찰하였다. 전반적인 분리막의 특성은 SEM, 수투과도, 기계적 강도, 내화학실험을 사용하여 고찰하였으며, 본 연구에서는 다양한 희석제가 적용된 polyketone 중공사 분리막의 제조와 그 상호관계에 대해 심도 있게 연구하였다.

PURPOSES : This study aims to develop and evaluate computer vision-based algorithms that classify the road roughness index (IRI) of road specimens with known IRIs. The presented study develops and compares classifier-based and deep learning-based models that can effectively determine pavement roughness grades. METHODS : A set road specimen was developed for various IRIs by generating road profiles with matching standard deviations. In addition, five distinct features from road images, including mean, peak-to-peak, standard variation, and mean absolute deviation, were extracted to develop a classifier-based model. From parametric studies, a support vector machine (SVM) was selected. To further demonstrate that the model is more applicable to real-world problems, with a non-integer road grade, a deep-learning model was developed. The algorithm was proposed by modifying the MNIST database, and the model input parameters were determined to achieve higher precision. RESULTS : The results of the proposed algorithms indicated the potential of using computer vision-based models for classifying road surface roughness. When SVM was adopted, near 100% precision was achieved for the training data, and 98% for the test data. Although the model indicated accurate results, the model was classified based on integer IRIs, which is less practical. Alternatively, a deep-learning model, which can be applied to a non-integer road grade, indicated an accuracy of over 85%. CONCLUSIONS : In this study, both the classifier-based, and deep-learning-based models indicated high precision for estimating road surface roughness grades. However, because the proposed algorithm has only been verified against the road model with fixed integers, optimization and verification of the proposed algorithm need to be performed for a real road condition.

PURPOSES : The purpose of this study was to investigate the performance of additives that affect internal curing in order to reduce the damage occurring in concrete pavements. METHODS : SAP was used as an additive to reduce internal curing in concrete pavements. SAP is an additive that has a very high absorption rate which prevents concrete wrappers from externally draining water. To evaluate the internal curing performance according to the ratio of SAP, we identified the number of cracks and amount of abrasion reduction. RESULTS : Plastic shrinkage and durability of a concrete mixture with added SAP were evaluated. The following results were obtained: (1) SAP showed a tendency to reduce slumps due to absorption of the concrete mixture. (2) It was possible to verify that concrete condensation did not occur during the penetration resistance test and that the initial curing did not lead to reactions within the mixture. (3) Adding more than 0.6% of SAP for dry curing resulted in greater compressive strength at all ages than OPC, with the highest compression strength of 0.9% after 56 days. (4) Regarding abrasion resistance, it was found that adding SAP was 30~50% better than adding the OPC mixture, and at 0.9% compression strength, abrasion resistance showed the best performance. (5) In the chlorine ion immersion resistance experiment, the passing charge of the OPC mixture was rated “high,” but it was rated “normal” in SAP. The results showed that the addition of SAP improved the water density of concrete due to internal curing effects, and that it showed the greatest chlorine ion penetration resistance for a compressive strength of 0.9%. (6) Regarding plastic shrinkage resistance, cracks did not occur on the surface until the end of the experiment, but the plastic shrinkage rate upon addition of SAP was relatively low compared to that of the OPC mixture. CONCLUSIONS : Recent studies have shown that internal curing techniques can be applied using SAP to prevent shrinkage due to the loss of water and to decrease the effects of hydration. If internal curing effects are expressed using SAP, it is thought that contraction due to a loss of moisture and reduction in sign language reaction can be prevented.

PURPOSES: This study developed a new backfill method for mini trenching. The purpose of this study is to evaluate the performance of the new backfill method in the field. METHODS: In this study, asphalt pavement was created to verify mini trenching. Trenching test sections were then made in various trench widths in the asphalt pavement. The trench widths were 10 cm, 15 cm, 20 cm, and 25 cm. For the trenching test section, a general backfill method and new backfill method (2-layer SCB) were devised and applied. To evaluate the test section, a vehicle loading test and FWD (falling weight deflectometer) test were performed. RESULTS : In the vehicle loading test, the duct vertical strain of the general section was up to 22 times larger than that of the 2-layer SCB section. According to the results of the FWD test, the D0 deflection of the 2-layer SCB section was smaller than that of the general section. These results indicate that 2-layer SCB has a good structural performance. With the use of FWD data, BLI (base layer index) and MLI (middle layer index) were analyzed. BLI is an indirect index for evaluating base layer. The BLI of the 2-layer SCB section was smaller than that of the general section, because the bottom layer (cellular mortar) of the 2-layer SCB is superior to that of the general section. MLI, on the other hand, is an indirect index for evaluating subbase layer. As the trench width increases, MLI increases. The MLI of the 2-layer SCB section was smaller than that of the general section. These results indicate that the damage is relatively greater when the trench width increases and that the 2-layer SCB strengthens a relatively weakened subbase. CONCLUSIONS: In this study, the performance of the 2-layer SCB was analyzed. The results of the study showed that good performance was obtained when 2-layer SCB was applied to a mini trenching section.

연구에서 Poly(ethylene-co-vinylalcohol) EVOH 중공사막은 열유도상분리(TIPS)법을 이용하여 제조하였다. 다양한 조건에서 제조된 모든 분리막에서 액-액 상분리에 의해 기공이 서로 연결되어 있는 스폰지 구조가 관찰되었다. 글리세롤과 PEG200은 TIPS 방법에서 희석제로 사용하였고, 냉각조에 글리세롤을 혼합한 냉매를 사용하여 중공사 외표면의 기공을 조절하였다. 또한 혼합냉매의 온도를 높여 큰 기공의 형성을 유도하였다. 본 연구에서는 고분자의 농도, 희석제, 냉각조의 영향에 따른 분리막의 구조, 투과도, 기계적 강도에 대해 실험을 통해 알아보고 상호관계에 대해 심도 있게 연구하였다.

PURPOSES: The purpose of this study is to determine the effective maintenance method for a deteriorated jointed plain concrete pavement by evaluating the long-term performance of the repaired concrete overlay sections. METHODS: Long-term performance evaluation was conducted for the test section at the intersection between SeoPa and IlDong in National Road No. 37. Firstly, the distress conditions of the concrete pavement, which was constructed in December 2003, were evaluated by referring to the existing report. Secondly, the results of pretreatment, material properties, and initial performance evaluation were analyzed for the overlay test conducted in 2011. Finally, a field survey was carried out using visual inspection and nondestructive testing with a FWD in August 2018, and long-term performance evaluation was conducted for about seven years after maintenance. RESULTS: Visual inspection of the old concrete pavement showed severe damage such as joint spalling and asphalt patching. The cores taken from the old concrete had indirect tensile strength of 2.6-3.8 MPa. It is difficult to determine the freeze-thaw resistance because the average amount of air was only 1.6-2.2%, and spacing factor values were over 400㎛ regardless of location. During maintenance, overlay and partial depth repair were performed by applying three types of overlay materials which are typical in Korea. On the material side, high compressive strength (over 40 MPa) and chlorine ion penetration resistance (less than 1,000 coulomb) at 56 days were achieved. In August 2018, seven years after maintenance, visual inspection and nondestructive testing using FWD were conducted for long-term performance evaluation. Regardless of the maintenance materials, surface deficiencies such as spalling and map cracking occurred extensively near the joint. CONCLUSIONS: In conclusion, if the strength and durability index of aged concrete pavement is low, then it was determined that partial depth repair at the joint is not an effective maintenance alternative. In the case of overlay, the durability of the overlay material is considered the most important factor. In the absence of adequate reinforcement at the joint of the distressed concrete pavement, freeze-thaw damage caused by moisture penetration through the joint and failure of the old concrete are repeated, making it difficult to ensure long-term durability.