PURPOSES : The objective of this study is to develop the data driven pavement condition index by considering the traffic and climatic characteristics in Incheon city. METHODS : The Incheon pavement condition index (IPCI) was proposed using the weighted sum concept with standardization and coefficient of variation for measured pavement performance data, such as crack rate, rut depth, and International Roughness Index (IRI). A correlation study between the National Highway Pavement Condition Index (NHPCI) and Seoul Pavement Condition Index (SPI) was conducted to validate the accuracy of the IPCI. RESULTS : The equation for determining the IPCI was developed using standardization and the coefficient of variation for the crack rate, rut depth, and IRI collected in the field. It was found from the statistical analysis that the weight factors of the IPCI for the crack rate were twice as high as those for the rut depth and IRI. It was also observed that IPCI had a close correlation with the NHPCI and SPI, albeit with some degree of scattering. This correlation study between the NHPCI and SPI indicates that the existing pavement condition index does not consider the asymmetry of the original measured data. CONCLUSIONS : The proposed pavement condition provides an index value that considers the characteristics of the original raw data measured in the field. The developed pavement condition index is extensively used to determine the timing and method of pavement repair, and to establish pavement maintenance and rehabilitation strategies in Incheon.

PURPOSES : The numeric-based Highway Pavement Management System (HPMS), along with an advanced three-dimensional pavement condition monitoring profiler vehicle (3DPM), in South Korea has presented remarkable advancements in pavement management since the early 2000. Based on these results, visual distress on pavement surfaces can be easily detected and analyzed. Additionally, the entire expressway pavement surface conditions in South Korea can be easily monitored using the current graphical user interface-based advanced information graphic (AIG) approach. Therefore, a critically negative pavement section can be detected and managed more easily and efficiently. However, the actual mechanical performance of the selected pavement layer still needs to be investigated in a more thorough manner not only to provide more accurate pavement performance results but also to verify the feasibility of the current 3DPM and AIG approaches. In this study, the low-temperature performance of the selected asphalt pavement layer section was evaluated to further verify and strengthen the feasibility of the current 3DPM and AIG approaches developed by the Korea Expressway Corporation. METHODS : Based on 3DPM and AIG approach, the positive and negative-riding-quality road sections were selected, respectively. The asphalt material cores were extracted from each section then bending beam rheometer mixture creep test was performed to measure their low-temperature properties. Based on the experimental results, thermal stress results were computed and visually compared. RESULTS : As expected, the asphalt material from the negative driving performance section presented a poorer low-temperature cracking resistance than that from the positive driving performance section. CONCLUSIONS : Current 3DPM equipment can successfully evaluate expressway surface conditions and the corresponding material performance quality. However, more extensive experimental studies are recommended to verify and strengthen the findings of this study

PURPOSES : The purpose of this study was to improve the performance of concrete pavements by measuring the unit-water content with an Internet-of-Things (IoT)-based unit-water content measurement device at an increased precision compared with that of existing measuring equipment. METHODS : We calculated the properties of concrete that varied according to variations in the unit-water content. To confirm the change in the performance of concrete pavements, we compared and analyzed the fatigue cracking rate and international roughness index of concrete pavements at the 20-year point of public use according to the changes in properties using the Korea Pavement Research Program(KPRP). RESULTS : We confirmed that IoT-based measurement equipment can improve the performance of pavements without changing their mixing designs or specifications. We confirmed that the performance of the concrete pavements changed significantly, even with unit-water content variations within the range of quality standards. According to IoT-based unit-water content management, we confirmed that the performance of the concrete pavement (fatigue cracking rate and international roughness index) improved without changing the mixing design. CONCLUSIONS : We confirmed that by using IoT-based unit-water content management, pavement performance can be improved. It is necessary to consider whether the application of this concept to other concrete property management items, such as the chloride content, is possible. Considering the changes in concrete properties according to the unit-water content based on laboratory tests and considerations of various load conditions will be necessary for future research.

PURPOSES : During the summer of 2018, a heat wave (temperatures > 33°C) lasted for more than 30 days, causing blow-ups at eight different locations in South Korea. The blow-up phenomenon occurred when the internal temperature of the concrete slab increased. Simultaneously, as the concrete slab expands excessively, the length of the end of the slab increases, thus resulting in a lateral compressive force; when the slab cannot withstand this force, it rises or breaks. Blow-up is caused by a variety of factors, including increased temperature and humidity, accumulation of incompressible substances inside discontinuous surfaces, alkali–silica reactions, and aging of the concrete pavement. Several researchers have presented models to forecast blow-ups, such as the A. D. Kerr and G. Yang models, which have been applied to explain the blow-up phenomenon. However, this model has some limitations. This paper discusses a method to overcome these limitations. METHODS : Buckling, the most important theory describing the blow-up phenomenon, was reviewed, and the buckling principle was confirmed. Subsequently, the input variables of the Kerr and Yang models and the mechanism for predicting the occurrence of blow-ups were identified. The PGBA program was used to confirm the lifetime of the expansion joint and the blow-up occurrence time based on the expansion joint spacing to review the limitations of the two studied models. RESULTS : The Kerr and Yang models did not consider variables such as the expansion joint spacing or length of the integrated adjacent slab. In other words, it is necessary to reconsider the appropriateness of blow-up time predictions in relation to changes in expansion joint spacing and slab length. The expansion joint lifetime and blow-up occurrence time were predicted using the PGBA program. It was confirmed that as the expansion joint spacing increases, the expansion joint lifetime decreases. However, the blow-up occurrence time was shown to be the same (equal to 59 years), which is a limitation of the Kerr and Yang models used in the PGBA program. This resulted in a limitation in which variables for the expansion joint spacing cannot be used. CONCLUSIONS : Through blow-up simulation experiments and actual field data, an appropriate slab length should be determined, and a blow-up model should be developed based on the slab length. If a blow-up prediction based on concrete slab length and a blow-up model based on are developed, the blow-up prevention technology will be applied to the appropriate blow-up time and location to avoid traffic accidents and reduce human and property damage.

이 글은 남한 동해안에 유입된 북한 생활쓰레기로부터 시작된다. 그동안 북한 쓰레기가 남한에 유입된다는 사실은 해양쓰레기 실태조사 관련 연구 에서 주로 이루어졌다. 환동해권 해양쓰레기 유입 등에 관한 연구에서도 주로 한국과 일본, 극동러시아 등의 유입 현황에 관한 연구는 있지만, 북 한은 논의의 대상에서 제외되었다. 본 연구는 기존의 해양학 관점이 아닌 북한학 관점에서 남한 해안에 유입된 북한 쓰레기 문제를 다루었다. 북한 생활쓰레기 중 상품포장지는 직접적으로 북한 상품 생산 현황과 브랜드 등을 알 수 있으며, 간접적으로는 북한 내 경제 상황과 상품 유통 지역망 등을 알 수 있기 때문이다. 동해안 지역에서 수거한 북한제품 포장지를 살 펴보면 대부분 생산공장은 평양으로 표기되었다. 이를 통해 평양에서 생산 한 제품이 동해안 지역으로 유통됨을 알 수 있다. 또한 동해안 지역은 북 한을 대표하는 대도시인 원산, 청진, 함흥, 라선 등이 있는데, 실제로 상품 포장지에는 이 지역 생산공장이 표기되는 사례도 있었다. 김정은 집권 이 후 매년 국가적 차원에서 국가디자인전시회를 개최할 만큼 산업미술을 강 조하는데, 특히 상품의 고유한 특징을 표현하는 상표도안을 강조한다. 본 연구에서는 동해안 주요 도시에서 생산한 제품을 중심으로 같은 품목이지 만 공장별로 어떻게 상표도안이 다른지 살펴봤다. 북한 쓰레기에 대한 북 한학적 시각과 해양학적 시각의 학제간 연구를 통해 남한에 유입되는 북 한 생활쓰레기에 대한 연구의 폭을 넓혀갈 필요가 있다.