PURPOSES : In this study, systematic road snow-removal capabilities were estimated based on previous historical data for road-snowremoval works. The final results can be used to aid decision-making strategies for cost-effective snow-removal works by regional offices. METHODS: First, road snow-removal historical data from the road snow-removal management system (RSMS), operated by the Ministry of Land, Infrastructure and Transport, were employed to determine specific characteristics of the snow-removal capabilities by region. The actual owned amount and actual used amount of infrastructure were analyzed for the past three years. Second, the regional offices were classified using K-means clustering into groups “close”to one another. Actual used snow-removal infrastructure was determined from the number of snow-removal working days. Finally, the correlation between the de-icing materials used and infrastructure was analyzed. Significant differences were found among the amounts of used infrastructure depending on snowfall intensity for each regional office during the past three years. RESULTS: The results showed that the amount of snow-removal infrastructure used for low heavy-snowfall intensity did not appear to depend on the amount of heavy snowfall, and therefore, high variation is observed in each area. CONCLUSIONS: This implies that the final analysis results will be useful when making decisions on snow-removal works.

PURPOSES: Pavement Management System contains the data that describe the condition of the road. Under limited budget, the data can be utilized for efficient plans. The objective of this research is to develop a mixed integer program model that maximizes remaining durable years (or Lane-Kilometer-Years) in road maintenance planning. METHODS: An optimization model based on a mixed integer program is developed. The model selects a cluster of sectors that are adjacent to each other according to the road condition. The model also considers constraints required by the Seoul Metropolitan Facilities Management Corporation. They select two lanes at most not to block the traffic and limit the number of sectors for one-time construction to finish the work in given time. We incorporate variable cost constraints. As the model selects more sectors, the unit cost of the construction becomes smaller. The optimal choice of the number of sectors is implemented using piecewise linear constraints. RESULTS: Data (SPI) collected from Pavement Management System managed by Seoul Metropolitan City are fed into the model. Based on the data and the model, the optimal maintenance plans are established. Some of the optimal plans cannot be generated directly in existing heuristic approach or by human intuition. CONCLUSIONS: The mathematical model using actual data generates the optimal maintenance plans.

PURPOSES: This study proposes the road asset valuation approach using alternative depreciation methods. It has become necessary to have asset management system according to the adoption of accrual basis accounting for governmental financial reporting and the amendment of the road act. Therefore, it is very important to analyze the effect of depreciation methods on road asset value as a basic research for road asset management system. METHODS: The Ministry of Strategy and Finance (MOSF) has mainly performed road asset valuation based on Write down Replacement Cost and Straight Line depreciation method. This study suggests some appropriate asset valuation methods for road assets through case analysis using three depreciation methods: Consumption-based depreciation method, Condition-based depreciation method, and Straight Line depreciation method. A road asset valuation data of national highway route 1 (year 2014) is used to analyze the effect of three depreciation methods on the road asset value. Road assets include land and structures (pavement, bridge, and tunnel). This study mainly focuses on structures such as bridges and tunnels, because according to governmental accounting standards, land and road pavement assets do not depreciate. RESULTS : The main results of this study are as follows. Firstly, overall asset value of national highway route 1 was estimated at 6.97 trillion KRW when MOSF's method (straight-line depreciation method) is applied. Secondly, asset value was estimated at 4.85 trillion KRW on application of consumption-based depreciation method. Thirdly, asset value was estimated at 4.37 trillion KRW when condition-based depreciation method is applied. Therefore, either consumption-based or condition-based depreciation methods would be more appropriate than straight-line depreciation method if we can use the condition data of road assets including land that are available in real time. CONCLUSIONS : Since road assets such as pavements, bridges, and tunnels have various patterns of deterioration and condition monitoring period, it is necessary to consider a specific valuation method according to the condition of each road asset. Firstly, even though road pavements do not depreciate, asset valuation through condition-based depreciation method would be more appropriate when requirements for application of non-depreciation approach are not satisfied. Since bridge and tunnel facilities show various patterns of deterioration and condition monitoring period by type and condition level, consumption-based depreciation method based on deterioration model would be appropriate. Therefore, it is necessary to have a reasonable asset management system to apply condition-based depreciation method and a periodic condition investigation to manage road assets well.

Based on the inner-effect mechanism of transport infrastructure and regional economic growth, this paper builds a specialized spatial weight matrix by utilizing the panel data from 31 provinces in New Silk Road Economic Belt (NSREB) and other areas from 2005 to 2014, and combines with the spatial panel model to analyze the spatial spillover effects of transport infrastructure. According to the analysis, the transport infrastructure plays an obvious lead role in regional economy growth alongside the NSREB, and the economic growth invigorates common development in surrounding regions. In addition, differences were observed among the different transport infrastructure with regard to their influences on regional economic development, as the highway transport affects regional economic growth to a larger degree than railway transport.

In contemporary society, vibration and noise in the road nearby buildings have become social problems as vehicles operation has increased. Especially, in the case of the building used to art performance, available suitability of the building is tested by the indoor noise class. Therefore, the purpose of this paper is the measurement of the structure-borne noise of Seoul Art Center nearby Umyeonsan tunnel and analyzing the effects of countermeasure to it. To measure the effects of countermeasure, not only structure-borne noise is measured, but also the vibration is measured, before and after the construction of pavement using pad and porous asphalt. Consequently, the sound pressure level in art center 1st floor is reduced after mat pavement method, structure-borne noise that was high in 25Hz wide-band before pavement decreased regardless of experimental vehicle's velocity. Using porous asphalt pavement the noise was reduced about 3 dB(A).

China’s OBOR Initiative charts a path for trade and investment cooperation between China and States along the OBOR. Indirect expropriation stands as a crucial issue for the successful implementation of the OBOR initiative. This mainly owes to the large size of investment projects and investment funds, scant regulation of indirect expropriation in the IIAs signed between China and OBOR States, and the diverse political and economic environments of these many States. This article examines the definition and identification standards of indirect expropriation under OBOR IIAs. It will also reveal that indirect expropriation is poorly defined and insufficiently identified in most agreements. It is argued that OBOR IIAs should be revised to regulate indirect expropriation in such three aspects as preambular declaration of host State regulatory freedom, definitional clarity of indirect expropriation, and guidance for its identification. This approach would facilitate a more stable investment environment and contribute to the success of the OBOR initiative.

PURPOSES :With the increasing number of older drivers in an aging society, there is a growing need for research and planning on traffic safety for the older drivers using an improved road geometry design. This study also proposed a modified urban road interchange design, which aims to keep the older drivers away from accident-prone and high-traffic areas of the city.METHODS:In this study, we examined accident data records of older drivers to identify accident-prone zones and intersections; we studied the road geometry at these zones and analyzed if it was an underlying cause for higher number of accidents. Based on the research and subsequent analysis, we suggested plans for improvement of road geometry design at these intersections.RESULTS:By studying historic data and analyzing factors that affect the likelihood of accidents of vehicles driven by older drivers and after studying suitable traffic accident prediction models, we identified the major variables that need to be modified at accident-prone intersections, such as the width of a left turn lane at an intersection and the radius of the right turn lane at a street corner. The results have a significance probability of less than 0.001 and a 95% confidence level. To improve safety at the identified intersection, this study suggests the installation of a left-turn-lane-shaped Positive Offset and a right-turn-lane-shaped Slip Lane concept and an adjustment of intervals between intersections.

Recently, the damage caused by typhoons and strong winds frequently displayed according to world climate change tends to be increasing. In the case of soundproof / windproof wall installed on the road, frequent occurrence does function for damage due to strong wind. As a result, in this study, strong wind fragility evaluation was performed to predict the degree of damage of strong winds of soundproof / windproof walls. We were conducting research focusing on the destruction mode in which the overall destruction of the sound barrier caused by the destruction of the aluminum frame occurs. Three node bending experiments were conducting for grasping the material properties of a soundproof wall aluminum frame that is currently being constructed on a road. Based on the results of this experiment, the resistance performance of the target structure was calculated, the frame breakage was selected as the limit state, and the wind load acting on the simplified soundproof wall model was measured using the Monte Carlo model model technique to measure.From now on, through the additional study, it will be necessary to proceed with a more accurate evaluation of the safety against strong windsof the soundproof wall structure using the vulnerability evaluation execution and the setting of the limit state.This study is expected to be the basic data of the study on prediction technique of wind - induced damage of soundproofing and windshield walls in the future.

PURPOSES:This study suggests a specific methodology for the prediction of road surface temperature using vehicular ambient temperature sensors. In addition, four kind of models is developed based on machine learning algorithms.METHODS:Thermal Mapping System is employed to collect road surface and vehicular ambient temperature data on the defined survey route in 2015 and 2016 year, respectively. For modelling, all types of collected temperature data should be classified into response and predictor before applying a machine learning tool such as MATLAB. In this study, collected road surface temperature are considered as response while vehicular ambient temperatures defied as predictor. Through data learning using machine learning tool, models were developed and finally compared predicted and actual temperature based on average absolute error.RESULTS:According to comparison results, model enables to estimate actual road surface temperature variation pattern along the roads very well. Model III is slightly better than the rest of models in terms of estimation performance.CONCLUSIONS :When correlation between response and predictor is high, when plenty of historical data exists, and when a lot of predictors are available, estimation performance of would be much better.

이 논문은 선교적 교회의 담론 안에서 발전된 선교적 영성과 타자의 관계를 살펴볼 것이다. 이 논문에서 ‘선교적 영성’은 선교사의 개인의 영성을 의미하는 것이 아니라 하나님의 선교에 참여하고자 하는 선교적 공동체가 추구하는 영성을 전제한다. 특별히 이 논문은 타자/이웃에 대한 관심에서 선교적 영성을 발전시킨 헬렌드(Roger Helland)와 얄머슨(Leonard Hjalmarson)의 공동저작인 『선교적 영 성: 안에서부터 밖으로 하나님의 사랑 구현하기』에서 드러난 선교적 영성에 대한 이해에 집중해서 살펴보고자 한다. 하지만 그들은 선교적 영성을 형성하는데 있어서 타자의 역할에 주목하거나 크게 발전시키지 는 못했다. 그러므로 이 논문의 후반부는 선교적 영성의 논의를 보다 풍성하게 발전시키기 위해서, 타자중심의 윤리철학을 발전시킨 레비나 스(Emmanuel Levinas)의 타자의 이해를 선교적 영성과 관련하여 간략하게 살펴볼 것이다. 이 논문은 우리가 매일 타자를 마주하는 ‘아직’ 완성되지 않은 하나님의 나라의 실재 속에서 우리는 ‘이미’ 도래한 하나님 나라의 모습을 살아가기 때문에 선교적 영성은 길 위에 있다는 주장으로 결론을 지을 것이다. 그러므로 이 선교적 영성은 산이나 성전의 영성이 아니라 길의 영성이며, 사회적이고 윤리적인 영성이다. 왜냐하면, 이 영성은 우리가 하나님의 선교에 참여하고자 하는 한 일상의 길 위에서 만나는 타자와의 관계 속에서 형성되고 발전되기 때문이다.

PURPOSES : This study mechanically analyzed the performance of road substructures with focus on infiltration trenches of pavement substructures. METHODS: Water contents and response times for precipitation of pavement substructures were investigated via sensors buried near the infiltration trench to measure water contents. RESULTS : The results of the water contents of pavement systems constructed with an infiltration trench yield levels that were slightly increased by approximately 2% compared to those measured from general pavement systems. This water content difference of 2% resulted in a decrease in service life of less than two years. CONCLUSIONS: Service life reduction due to an infiltration trench is minimal, particularly when the trench is installed with proper caution.

The purpose of this study is to analyze the behavior of users of the Seomjin River cycling road, which is surrounded by gorgeous natural landscape. Further, we aim to understand the correlation between the importance and performance of various factors rated by users to obtain baseline data that can help to increase the usage of the bike path. We conduct a survey by performing one-on-one interviews at three locations, all of which have a certification center that verifies the completion of the bike path. The bike path attracts visitors from all over the country. First-time visitors and travel plans involving stays of at least one night account for a relatively high percentage of users. The primary purpose of the visit was more related to mental health issues rather than physical health issues. The most attractive feature of the Seomjin River is the beautiful landscape. However, the participation rate from clubs is low, and the visit rate to nearby tourist attractions is also low for scheduling reasons. Important factors that are considered using the bike path are accessibility, safety, bike path condition, amenity, and convenience, while the connectivity has a relatively low importance. We confirm that the convenience of the bike path is as important as providing a safe and amenity while surrounded by gorgeous landscape. The amenity and safety are rated highly for performance and while accessibility and convenience have low rating. The analysis of the detail evaluation items showed that the performance was high for surrounding gorgeous landscape, and non-crowded setting and performance was lowest for inadequate bike repair facilities. A comparison of the importance and performance showed that the performance lower than the importance, and had statistical significance. Accessibility, which is an external environmental factor, had the largest difference. On the other hand, for the detail evaluation items, the degree of crowding, surrounding landscape, and experience opportunities did not have statistical significance, but had a higher performance. This confirmed that they were factors that had the highest satisfaction for the Seomjin River cycling road. Importance-Performance Analysis (IPA) results indicated that the items requiring consistent maintenance were surrounding landscape, bike path signs, safety from pedestrians and vehicles, and convenient accessibility. Items that required specific improvement were convenient transportation for returning home, pavement material, and the degree of damage. On the other hand, items that were more effective in terms of their ability to maintain the current conditions were experiences of nearby rural villages, accessibility to nearby tourist attractions, local tourist attractions, and bike repair facilities. The bike repair facilities option had a considerably low performance compared to the importance. For items that were rated with low importance but high performance, it was more effective to allocate the effort for corresponding sections to other items. However, for the degree of crowding, which belonged to this particular category, it was actually more efficient to place on attracting users in order to increase the usage of the bike path.

For driver convenience, different types of transmission are being developed, such as AT(Automatic Transmission), AMT(Automated Manual Transmission), CVT(Continuously Variable Transmission) and DCT(Dual Clutch Transmission). To improve ride comfort and durability of the transmission, control system is important during launching and shifting process. For accurate control, vehicle mass and road gradient should be known. In this study, heavy duty vehicle’s mass and road gradient estimation method is developed. The method uses only signals from CAN(Controller Area Network) without applying extra sensors. Vehicle mass and gradient is estimated by LMS(Least Mean Square) method based on longitudinal vehicle dynamic model. To verify the estimation logic, test was conducted using a chassis dynamometer. The estimation results after test and test condition is compared. The error rate of vehicle mass estimation was 5 percent and gradient estimation result had 2 percent error.

It is known that air pollutants such as fine dust and exhaust gas from vehicles are harmful to human health. In particular, the black carbon emitted by vehicles is known to cause a large number of premature deaths. This study analyzed the effect of a noise barrier on the inflow amount of black carbon from a nearby high traffic road to a school area, using numerical analysis performed at two elementary schools. Also, the correlation between the noise barrier’s shape, height and the inflow amount of black carbon was assessed. As a result, it was found that the higher the noise barrier, the lower the inflow amount of black carbon observed at the school A. However, the inflow amount of black carbon at school B was not greatly influenced by the height of the noise barrier. The inflow amount of black carbon at the schools could be changed not only by the height of the noise barrier, but also by the shape, height and position of the noise barrier and the school building.

OBJECTIVES : This study develops an evaluation method, which is useful to inspect pavement condition of specific boroughs. This is because pavement condition is broadly divided into five grades via visual inspection, which does not consider the types of deteriorations, and is decided by an investigator having a subjective viewpoint. This visual inspection method is not a satisfactory method for accurate maintenance when various deteriorations occur. METHODS: The performance model considers several factors such as crack, rutting, and IRI. This method is also modified from borough SPI based on SPI (Seoul Pavement Index). Considering limited budget of borough, PI (prediction index) is suggested, which is related to the grade of pavement condition evaluation and type of materials. Practical correlation review is also conducted with statistical verification by using the Monte Carlo simulation. RESULTS: The results of the study show that modified criteria are reasonable. First, the comparison between the visual inspection result and the SPI result indicates that the R-square value is sufficiently high. Second, through the common section, each evaluation method could be compared, and the result shows considerable similarity, which increases when the range is modified. Finally, PI for predicting remaining life and the random number SPI have common parts, which means that each indicator would be adequate to be used as an evaluation method. CONCLUSIONS : Comparison and analysis results show that the developed evaluation method is reasonable for specific boroughs where financial support is inadequate for the evaluation process by using the newer equipment. Moreover, for more accurate evaluation method, previous visual inspection data should be utilized, and the database of inspection equipment have to be collected.

OBJECTIVES : The objective of this study is to propose a capacity analysis methodology for riverside bike-exclusive roads. METHODS: Three steps were performed to develop a methodology to estimate bikeway capacity. First, we reviewed previous studies on the vehicle-road capacity analysis and proposed their applicability to bikeways. Second, two assumptions were made based on the traffic flow characteristics of bikeways: (1) the capacitated state in bikeways occur within a bicycle platoon, and (2) a bicycle platoon consists of more than three bicycles running in close proximity. In addition, it is assumed that the mean time headway of a bicycle platoon represents the characteristics of the platoon. The normality of the mean-time headway of a bicycle platoon calculated using the central limit theorem leads to the development of a method that estimates the riverside bikeway capacity using data collected from two different riverside bike-exclusive roads (Han-river and Anyangcheon). We used a location-fixed video camera to record videos of running bicycles and wrote a special-purpose software program to code the time-headway data from the videos. RESULTS : Time headways from 189 bicycle platoons were analyzed. The estimated mean-time headway of the capacitated bicycle flow is 1.01 s, from which the capacity of the bikeway is found to be 3578 vehicles/h. CONCLUSIONS : The proposed method that estimates bikeway capacity could be applicable to the analysis of short-range congested area rather than planning the number of lanes. In other words, it determines the sections that are temporarily highly congested and proposes appropriate strategies to mitigate the congestion.

OBJECTIVES: The objective of this study is to detect road cavities using multi-channel 3D ground penetrating radar (GPR) tests owned by the Seoul Metropolitan Government. METHODS: Ground-penetrating radar tests were conducted on 204 road-cavity test sections, and the GPR signal patterns were analyzed to classify signal shape, amplitude, and phase change. RESULTS : The shapes of the GPR signals of road-cavity sections were circular or ellipsoidal in the plane image of the 3D GPR results. However, in the longitudinal or transverse direction, the signals showed mostly unsymmetrical (or symmetrical in some cases) parabolic shapes. The amplitude of the GPR signals reflected from road cavities was stronger than that from other media. No particular pattern of the amplitude was found because of nonuniform medium and utilities nearby. In many cases where road cavities extended to the bottom of the asphalt concrete layer, the signal phase was reversed. However, no reversed signal was found in subbase, subgrade, or deeper locations. CONCLUSIONS: For detecting road cavities, the results of the GPR signal-pattern analysis can be applied. In general, GPR signals on road cavity-sections had unsymmetrical hyperbolic shape, relatively stronger amplitude, and reversed phase. Owing to the uncertainties of underground materials, utilities, and road cavities, GPR signal interpretation was difficult. To perform quantitative analysis for road cavity detection, additional GPR tests and signal pattern analysis need to be conducted.

In a referendum held in 2016, Britain voted to leave the EU. Britain’s membership of the EU has been a difficult one. Unlike the other leading Member States of the EU, Britain did not seem to have a firm conviction that “ever-closer union” of the peoples of Europe is essential to the peace and liberty of Europe. In the wake of increased immigration and the recent refugee crisis, the British people chose to leave the EU in order to have their sovereignty and independence re-affirmed. It remains to be seen what will be the economic consequences of this largely political decision.