The purpose of this study is to explore the applicability of satellite-based synthetic aperture radar (SAR) data combined with pavement management system (PMS) indicators for effective road condition monitoring on mountainous local roads. Field survey data, including the International Roughness Index (IRI) and rutting measurements, were used as the ground truth, whereas Sentinel-1 and COSMO-SkyMed SAR images were processed using the time-series InSAR analysis to detect surface displacement and pavement deformations. In addition, a deep learning framework integrating PMS data and SAR imagery was developed, consisting of a swine transformer and CNN–LSTM networks for the classification and localization of pavement defects. The results demonstrated that X-band SAR backscatter values were correlated with IRI variations and that the proposed hybrid two-stage approach (CNN for surface damage and LSTM for rutting) enhanced the accuracy of defect detection compared with conventional single-model approaches. These findings highlight the potential of combining remote sensing and AI-based analysis with existing PMS datasets to provide a cost-effective and scalable solution for road asset management and maintenance prioritization.

This study analyzes the impact of climate change on the performance of continuous reinforced concrete pavement (CRCP) and proposes a method to improve the existing KPRP–CRCP design procedure. Our analysis of monthly mean temperature data from the Seoul Meteorological Station revealed a general increase in temperature from 2001 to 2034, with a more significant increase observed during summer and winter. The existing KPRP–CRCP design method uses the drop temperature (DT) as a key variable. Notably, the increasing monthly mean temperatures owing to climate change tend to decrease the DT that in turn lowers the maximum stress on the pavement slab. This leads to a significant problem: if the traditional design method based on outdated data is used, the predicted number of punchouts will be lower than expected. This can result in an over-reduction in the reinforcement ratio and slab thickness, leading to premature failure and increased maintenance costs. To solve this issue, we introduced a predictive model for the final setting temperature that accounts for monthly and regional characteristics. Applying this model showed that as the temperature increased, the DT and maximum stress proportionally increased. This provided a more realistic prediction of the number of punchouts and addressed the flaws of the existing design method. Furthermore, our analysis of punchout counts based on the construction start month using this predictive model revealed that punchouts were more frequent in summer (July–August) and less frequent in winter (January–February). Based on this, we determined that the optimal seasons for placing continuous reinforced concrete pavements were spring (March–June) and fall (September–November). In situations where the actual construction start month was unknown, we recommended using a conservative design approach based on the design in August, when punchouts were most likely to occur.

This study aims to quantitatively evaluate the life cycle carbon emissions of continuously reinforced concrete pavements on Korean expressways. The analysis focuses on assessing the effect of the changes in pavement design life and maintenance frequency on total carbon emissions to provide a basis for effective carbon reduction strategies. In accordance with ISO 14040 and ISO 14044, carbon emissions were calculated using actual design documents, including bills of quantities and unit price lists. National emission factors were applied to each life cycle stage, including the maintenance stage that was modeled based on the standard maintenance scenarios of the Korea Expressway Corporation. The study also conducted a scenario-based evaluation to examine the impact of extending the pavement design life from 20 to 30 years on maintenance-related emissions. The usage stage accounted for the largest share of total emissions, followed by the material production and maintenance stages. Notably, repeated asphalt overlay maintenance contributed significantly to emissions. Extending the design life reduced the number of high-emission maintenance activities, leading to a significant reduction in the total life cycle emissions. Extending the pavement design life and optimizing maintenance cycles were effective strategies for reducing the life cycle carbon emissions in road infrastructure. Furthermore, applying eco-design principles—such as incorporating recycled aggregates or low-carbon cement during the design stage—could further enhance sustainability. Future research should include various case studies and support the development of standardized national life cycle inventory databases for road infrastructure systems.

This study investigated the vertical displacement behavior caused by differential drying shrinkage in jointed concrete pavements. This study proposed a method to convert this behavior into an equivalent linear temperature difference for structural analysis. Controlled experiments were conducted under varying humidity and airflow conditions to simulate pavement environments. The test results showed that a lower relative humidity and added airflow significantly increased the vertical displacement, particularly at the slab edges. A 3D finite element model using ABAQUS was developed to analyze the behavior and derive the equivalent linear temperature difference that increased with curing age and varied notably with environmental conditions. These findings highlighted the impact of early-age environmental factors on the shrinkage behavior and suggested that the proposed method offered a practical approach for predicting deformation without repeated physical testing.

Wet pavement friction decreases with an increase in water film thickness (WFT), leading to a significant increase in vehicle crashes. The British pendulum test described in ASTM E303-93 is a method used to measure the pavement friction under wet conditions for the input of geometric design and pavement management systems. The British pendulum number (BPN) under wet conditions varies with WFT. Following the ASTM E303-93 standard procedure, WFT was simulated by spraying water onto the pavement surface. However, the measurement of the BPN did not include specific information regarding the WFT present during testing. To address these issues, WFTs and BPNs are measured using artificial rainfall generated by a rainfall simulator across various intensities, drainage lengths, pavement slopes, and pavement surfaces. This study aims to investigate the influence of the WFT on the BPN for wet pavement friction and provide the WFT corresponding to each BPN measurement for different surface types. The BPNs and WFTs of three test slabs, including diamond grooving and tining surfaces with 16 mm and 25 mm spacing, were measured under wet conditions by spraying water and creating WFTs using a rainfall simulator. Measurements were taken in both longitudinal and transverse directions, considering different rainfall intensities (40 mm/h, 80 mm/h, and 130 mm/h), pavement slopes (2%, 5%, and 10%), and drainage path lengths (1 m, 2 m, 3 m, 4 m, and 5 m). The test results indicated that wet pavement friction decreased as the WFT increased that was influenced by several factors including the pavement slope, mean texture depth, rainfall intensity, and drainage path length. Specifically, the WFT tended to increase with a decrease in the pavement slope and an increase in the mean texture depth, rainfall intensity, and drainage path length. In particular, surface texture played a significant role in the wet friction performance, with diamond-grooved pavements. Among the tested surfaces, the diamond-grooved (longitudinal and transverse) pavements demonstrated a more effective wet friction performance, maintaining higher BPN values across varying WFT levels. Conversely, longitudinally and transversely tined surfaces with 25 mm spacing showed a more significant decrease in BPN, reflecting a higher sensitivity to WFT. In contrast, tined surfaces with 16-mm spacing exhibited a more gradual reduction in friction, likely owing to enhanced drainage and better resistance to water-induced friction loss. Additionally, these results indicated that longitudinal textures demonstrated a more significant reduction in friction with increasing WFT compared with transverse textures. This demonstrated that the texture type, direction, and spacing significantly influenced the friction loss under wet conditions, with diamond grooving offering the best overall performance. This study highlighted the critical role of WFT in pavement friction design, emphasizing the need to consider the WFT for a more accurate assessment of wet pavement friction. The WFT was influenced by factors such as the pavement slope, rainfall intensity, drainage path length, and surface texture. The diamond-grooved pavements demonstrated a more effective wet friction performance, maintaining higher BPN values across varying WFT levels. In contrast, tined surfaces with larger spacings exhibited more significant friction loss, whereas those with smaller spacings showed a more gradual reduction, likely owing to better drainage. In particular, longitudinal textures showed a greater reduction in friction compared with transverse textures. Overall, the texture type, direction, and spacing played crucial roles in wet friction performance, with diamond grooving offering the best results.

이 연구는 국내 계란 가공 방법을 다양화하고 친환경적인 계란 가공산업의 발전을 지원하기 위해, 염지액 양이 피단 완성도에 미치는 영향을 조사하고자 수행되었다. 침지법으로 계란 총 중량과 동량의 알칼리 용액 (NaOH 5%, NaCl 7%)을 사용하여 제조한 피단을 대조구로 설정하였으며, 동일한 용액을 6, 8, 10, 12 ml 넣어 포장법으로 제조한 피단을 처리구로 설정하였다. 실험 결과, 난백과 난황의 pH는 침지 기간이 경과함에 따라 유의적으로 증가하였으며, 난중량은 T10과 T12에서만 유의적으로 증가하였다. 난백 중량은 대조구, T10, T12에서 유의적으로 감소하였고, 대조구는 3일차를 제외하고 가장 큰 감소를 나타냈다. 난황 중량은 모든 처리구와 대조구에서 증가하였으며, 12~15일차에는 대조구가 가장 많이 증가하고 T6가 가장 적게 증가하였다. 파란율은 처리구가 대조구보다 낮았다. 난황 침투 깊이는 9~15일차 대조구에서 가장 높았으며, T6을 제외한 처리구와 대조구는 침지 기간 경과에 따라 유의적으로 증가하였다. Hunter Color에서 난백 L* 값은 감소하였고, a* 값은 대조구와 T6, T10을 제외한 처리구에서 증가하였다. 난황 L* 값은 모든 처리구와 대조구에서 감소하였다. 난백과 난황의 L* 및 b* 값에는 처리구와 대조구 간 유의한 차이가 없었으나, 난백 a* 값은 T6, T8, T10에서 대조구보다 낮았다. 결론적으로, 포장법으로 피단을 제조할 때, 난백에는 최소 10 ml의 5% NaOH와 7% NaCl 용액이 필요하며, 난황에는 최소 12 ml 이상이 필요하다고 판단된다.

Blow-up in jointed concrete pavements refers to a type of distress caused by the excessive accumulation of compressive stress within concrete slabs, primarily resulting from internal expansion and elevated environmental temperatures. This phenomenon frequently leads to slab buckling and is challenging to predict in terms of both timing and location, thereby significantly threatening the long-term structural stability of the pavement. In the present study, the pavement growth and blow-up analysis (PGBA) model was employed to quantitatively predict the timing of blow-up events in jointed concrete pavements. The model estimates the maximum compressive stress within the slab throughout the pavement’s service life using input parameters such as reliability, climatic conditions, pavement structure, material properties, and expansion joint configurations. Subsequently, the model compares the estimated stress to the threshold stress associated with blow-up to determine the likely time of occurrence. A sensitivity analysis was performed on a range of design and environmental factors, including annual maximum temperature, annual maximum precipitation, coefficient of thermal expansion, ASR, pavement thickness, geometric imperfection, and expansion joint spacing and width. The influence of each factor on the predicted blow-up occurrence time was quantitatively evaluated. The analysis demonstrated that climatic conditions, pavement structure, material properties, and expansion joint characteristics, as considered in the PGBA model, collectively govern the timing of blow-up events. These findings offer critical insights for informing the design and maintenance strategies of jointed concrete pavements.

최근 국내에서는 온라인 거래를 통한 화훼류의 판매가 증가 하고 있다. 온라인 플랫폼의 종류에 따라서 각기 다양한 운송 시스템과 포장 방법을 이용하고 있지만, 품질과 관련된 정보가 부족한 실정이다. 특히, 일반 택배 배송을 이용하는 직거래 방식 은 다양한 외부 환경에 노출되기 때문에 품질에 문제가 발생할 수 있다. 절화장미는 외부의 환경에 노출되는 통기 구멍이 있는 포장 박스와 외부의 환경과 단절된 밀폐된 포장 박스가 사용되 고 있다. 포장 박스의 종류에 따른 절화장미의 품질을 조사한 결과 통기구가 있는 포장 박스를 이용하여 택배 운송한 절화장 미는 운송 중의 낮은 습도로 인해 생체중 감소가 높아 품질이 하락하였다. 밀폐된 포장 박스를 이용해서 운송한 절화장미는 통기 구멍이 있는 포장 박스를 이용해 운송한 절화장미보다 생 체중 감소는 작았지만, 포장 박스 내부의 온도가 높아져 품질이 하락하였다. 내부가 코팅된 밀폐형 포장박스 내부에 절화장미와 함께 냉매를 동봉하여 포장 후 운송하면, 운송 중 포장박스 내부 의 온도를 경감하고 품질을 보존하는 효과가 있었다.

기후변화로 인해 폭염 기간 증가, 하절기 극고온, 혹한기 극저온 현상이 두드러지면서 도로포장에 소성변형과 포트홀이 빈번하게 발생할 위험이 커지고 있다. 이로 인해 SMA(Stone Mastic Asphalt) 포장의 공용성능을 유지하기가 어렵다. SMA 포장은 골재 간 맞물림이 뛰어나 중차량 교통량이 많은 도로에서 내구성을 높이는 데 유리하지만, 이를 효과적으 로 활용하기 위해서는 혼합물 배합설계와 시공과정에서 다짐 품질을 엄격히 관리해야 한다. 국내 지침에서는 점도가 높은 개질 아스팔트 바인더(6% 이상)를 사용하는 SMA 혼합물이 다짐 시 타이어에 달라붙을 가능성이 커 타이어 롤러의 사용을 제한하고 있다. 그러나 적절한 부착방지제 사용, 타이어 예열, 시공 온도 확보 등을 통해 혼합물 부착 문제가 완화되고, 다짐도와 초기 공용성능을 높인 사례가 점차 보고되고 있다. 이는 타이어 롤러 특유 의 ‘반죽(kneading) 효과’로 인해 기존 철륜(머캐덤·탄뎀) 롤러 대비 하부층까지 균질하게 다져줄 수 있기 때문이다. 따라 서 이상기후 환경에서 SMA 포장의 균열·소성변형을 줄이기 위해서는 다짐도 증가에 따른 적절한 아스팔트 바인더 함량 결정이 필요하다. 더불어 시공 장비 및 혼합물 관리가 유기적으로 개선된다면 SMA 포장의 특성을 살린 적정능력이 발 휘될 수 있을 것이다. 본 연구에서는 SMA 포장 적정능력을 발휘하기 위한 기초연구를 수행하였다. 이를 위해 SMA 포장 시공 시 타이어 롤 러 장비 적용 효과, 혼합물 부착 방지 기술, 아스팔트 바인더 함량 조정 등을 국내·외 시공 사례와 문헌조사를 통해 고찰 하였다. 또한 타이어 롤러의 현장 적용성을 파악하기 위해 시험포장 구간에 대해 소형낙하하중시험(LFWD)을 실시하고, 표면처짐량과 역산 탄성계수를 산출하여 시공 품질 개선 가능성을 확인하였다.

In general, optimized pavement thickness design abilities and reliable construction procedures have been considered being crucial element for expressway in South Korea till millenium. However, after 2005, a proper management efforts on existing expressway became recognized as an important factor after 2,005. One of good example is rising attention of HPMS(Highway Pavement Management System). In HPMS, the crucial component is: surveying the existing expressway surface condition with reasonable, reliable and efficient procedure. Becasue of this reason, application of various advanced and sophisticated technologies on HPMS area were considered since 2010. During this time, many advanced technologies such as AI(Artificial Intelligence) techniques and corresponding physical equipment were considered to be applied. Through application of AI technologies in HPMS business area, two major outcomes can be achieved: first one is an automated pavement surface monitoring work system for maximized efficiency and second thing is saving current HPMS management budget through faster and more reasonable surveying results. In this paper, the feasibility of AI technology on actual pavement surface monitoring and analysis procedure was considered. As a result, AI based pavement surface monitoring and analysis approach succesfully provided reasonable results compared to the conventional human effort analysis approach. This findings provide a promising signal that more AI based technologies can successfully applied in HPMS business area in the next future. Morevoer, the achievement of automated HPMS can also be possible in the near future.

도로 관리는 교통 시스템과 국가 경제에 중대한 영향을 미치며, 이에 따라 도로 유지관리는 시민들의 삶의 질을 향상시 키는 데 중요한 역할을 한다. 따라서 체계적인 유지관리는 도로 안전성과 경제적 효율성을 높이는 데 필수적이다. 기존 의 도로 관리 방식은 대부분 반응적이며, 종이 문서를 기반으로 이루어져 정보 손실, 데이터 손상, 검색의 어려움 등의 여러 제한점을 가지고 있다. 이러한 문제를 해결하기 위해 본 논문에서는 3D 모델과 관련 데이터를 일대일 매핑하여 자 동으로 입력할 수 있도록 하는 BIM (Building Information Model)을 활용한 접근 방식을 제안한다. 본 연구는 주로 BIM 생성을 위해 널리 사용되는 Autodesk Revit을 활용하여 3D 도로 모델을 생성하고, 도로의 손상 정보 (길이, 폭, 보수 면 적, 보수 부피, 유지보수 이력 등)를 통합 관리하는 방법을 연구한다. 하지만 Revit은 디지털 정보를 3D 모델에 자동으로 가져오는 기능이 없기 때문에, Visual Programming 도구를 이용하여 유지관리 기록 정보를 BIM으로 자동 입력하는 방 법을 개발하였다. 이를 통해, 사용자가 특정 도로 손상 모델을 선택하면 해당 손상의 통합 이력을 표시할 수 있는 새로 운 통합 이력 관리 시스템을 구축하였다. 이러한 접근 방식은 종이 문서 기반의 기록 방식에서 발생하는 데이터 손상, 기록량 증가, 특정 데이터 검색의 어려움 등의 문제를 해결할 수 있으며, 신속하고 정확한 의사 결정을 지원한다. 본 연 구는 BIM을 활용한 도로의 통합 이력 관리 시스템 구축을 통해 새로운 방향성을 제시한다.