국내 고속도로 콘크리트 포장은 주로 줄눈 콘크리트 포장(JCP) 형식으로 시공되어 줄눈부 파손에 따른 유지관리 부담이 지속되고 있으며 이를 보완하기 위해 연속철근 콘크리트 포장(CRCP)이 확대 적용되고 있다. 하지만 기존의 노후화된 JCP를 CRCP로 전환하는 기술에는 한계가 있는 실정이다. 이에 본 연구에서는 공용성과 시공성을 동시에 확보하기 위해 CRCP 형 식과 프리캐스트 콘크리트 포장 공법을 접목한 프리캐스트 CRCP 슬래브를 설계하였다. 슬래브 내부의 철근비를 0.68%로 설계하여 배근하였으며 타이바 포켓은 슬래브 측면 중앙부에 배치하도록 설계하였다. 유한요소해석과 모멘트 분포 분석을 수행하여 슬래브 상부에 최적 인양 위치를 선정하였으며 매립형 인양 장치를 배치하였다. 또한 그라우트 주입구는 차선 기 준으로 슬래브 외곽부 중앙에 위치하도록 설계하였다. 슬래브의 연결부는 덮개 형식으로 구성하였으며 상부 덮개에는 앵커 를 설치하여 그라우트의 탈락을 방지하였다. 연결부에는 연속철근을 노출시켜 인접되는 슬래브와의 거동이 일체화되어 CRCP의 특성을 발휘하도록 설계하였다.

최근 도로 포장 분야에서는 시공성과 공용성 확보를 위해 모듈러 형식의 프리캐스트 콘크리트 포장 공법을 적용하는 추 세이다. 프리캐스트 콘크리트 포장은 사전 제작한 슬래브를 현장에서 조립 및 시공함으로써 시공 시간을 단축할 수 있어 장 기간 교통통제가 어려운 구간의 신속한 유지보수에 활용되고 있다. 국내에서는 도심지 버스정류장을 중심으로 적용 사례가 증가하고 있으나 고속도로에 적용된 사례는 미비한 실정이다. 이에 본 연구에서는 국내 고속도로 환경에 적합한 프리캐스트 콘크리트 포장 시공 방안을 마련하기 위해 시험시공을 수행하고자 줄눈 콘크리트 포장(JCP) 형식의 프리캐스트 슬래브를 설 계 및 제작하였다.

생활도로는 보행자와 차량이 혼재하는 구조적 특성으로 인해 속도 관리가 핵심 안전 과제로 제기된다. 본 연구는 생활도로 25개 구간에서 수집된 3,619건의 차량 통과 속도 데이터를 기반으로, 포장 형식(아스팔트포장(AP), 블록포장(BP))이 주행 속 도에 미치는 영향을 실증적으로 분석하였다. 평균 속도는 AP 29.0km/h, BP 25.0km/h로 약 4.0km/h의 차이를 보였으며, 30km/h 초과율은 AP 34.9%, BP 20.8%로 14.1%p 감소하였다. 교통 환경 요인을 통제한 회귀 분석 결과에서도 블록포장은 유의한 속도 저감 효과를 보였으며(p<0.001), 특히 교차로 구간에서는 약 5.1km/h, 물리적 과속방지턱이 설치된 구간에서는 약 4.2km/h의 조건부 감속 효과가 나타났다(p<0.001). 이는 포장 형식의 속도 저감 효과가 도로 환경 요인에 따라 달라지는 조건부 특성을 지님을 의미한다. 본 연구는 생활도로 설계에서 포장 형식이 단독 설계 요소를 넘어 교통정온화 시설과 결합 될 때 효과가 증폭될 수 있음을 정량적으로 제시한다

노면표시는 도로 이용자에게 안내 및 규제 정보를 제공하는 핵심적인 교통안전 시설이다. 그러나 기존의 표면 도포형 노 면표시는 차량 타이어와의 직접 접촉 및 반복 하중, 환경적 노출로 인해 마모와 박리, 시인성 저하가 비교적 빠르게 발생하 는 한계를 가진다. 이러한 문제는 유지관리 주기를 단축시키고 생애주기 비용 증가로 이어질 수 있다. 본 연구는 이러한 한 계를 개선하기 위하여 제어된 가열 시공 공정을 결합한 열가소성 인레이 방식의 노면표시 시공 시스템을 개발하고 그 적용 가능성을 평가하는 것을 목적으로 한다. 제안된 시스템은 아스팔트 포장 표면 가열, 인레이 홈 형성, 사전 제작된 열가소성 시트의 삽입, 그리고 포장과의 일체화를 위한 2차 가열 공정을 포함한다. 성능 평가는 재료 특성 분석에 국한하지 않고, 시 공성, 교통 하중 하 내구성 및 유지관리 효율성을 중심으로 수행하였다. 실험 결과, 개발된 인레이 시스템은 기존 오버레이 형 노면표시에 비해 접착 안정성이 향상되었으며, 타이어와의 직접 접촉 감소를 통해 표면 열화 저항성이 개선되는 경향을 보였다. 또한 가열 보조 인레이 구조는 시공 일관성과 작업 안전성 측면에서도 긍정적인 효과를 나타냈다. 이러한 결과는 제안된 열가소성 인레이 노면표시 공법이 장수명과 높은 내구성이 요구되는 고부하 도로 환경에서 적용 가능성이 있음을 나 타낸다.

국내 고속도로에 적용된 콘크리트 포장은 오랜 공용기간으로 인해 노후화되어 유지보수가 필요한 구간이 증가하고 있다. 이러한 구간의 유지보수를 위해 국외에서는 프리캐스트 콘크리트 포장 공법을 사용하여 노후화된 구간을 보수하고 있으며 국내 고속도로에도 프리캐스트 포장의 적용이 필요한 실정이다. 본 연구에서는 고속도로 환경에 적합한 프리캐스트 콘크리 트 포장의 시공 방안 개발을 목적으로 현장 조사를 수행하여 시험시공 계획을 수립하였다. 시험시공 구간은 서해안 고속도 로 비봉 영업소 구간의 화물차 전용 차로로 선정하여 수차례의 현장 조사를 수행하였다. 현장 조사 결과, 시험시공에 적용 될 슬래브의 제원은 연장 3.0m, 폭 5.1m, 두께 0.29m로 선정하였으며 CRCP 형식과 JCP 형식으로 프리캐스트 포장을 구성 하는 시험시공 계획을 수립하였다.

This study identifies critical ESG decision factors for road pavement maintenance during the design phase, which dictate approximately 80% of infrastructure performance outcomes. A two-stage analytical framework was employed. First, the fuzzy-Delphi method filtered 72 industry indicators into 20 core factors based on expert consensus (defuzzification value≥0.7). Second, a revised importance-performance analysis prioritized these factors across five regional types (urban, mountainous, rural, coastal, and expressway) using a 10-member expert panel. Results revealed distinct regional priorities: urban areas emphasized low-noise construction, mountainous areas focused on ecological restoration, coastal areas prioritized durability, and expressways required worker safety system integration. Climate risk assessment (G10) and pollution prevention (E19) emerged as priorities across all regions. These findings prove that ESG evaluation in road maintenance must incorporate weighted regional differentiation rather than uniform criteria. Policy recommendations include implementing mandatory regional ESG checklists in design guidelines and establishing BIM-integrated performance-tracking systems.

In response to the contemporary demands of the construction industry for climate-change action and carbon neutrality, this study conducts a comprehensive analysis of the applicability of Portland limestone cement (PLC)—a notable sustainable alternative to ordinary Portland cement (OPC)—for highway pavement applications. PLC is an eco-friendly material that reduces carbon-dioxide emissions and energy consumption compared with OPC by reducing the clinker ratio in its manufacturing process. This study examines the fundamental physical and chemical mechanisms of PLC concrete and compares its mechanical performance and durability characteristics with those of OPC concrete. The results indicate that PLC concrete exhibits performance levels equivalent to or superior to those of OPC in key metrics such as compressive and flexural strengths, with particularly outstanding performance in durability aspects such as chloride-penetration resistance. However, the potential for early-age cracking and compatibility issues with certain admixtures are identified as challenges that must be addressed for the wider field application of PLC concrete. Thus, this study proposes the integration of nanotechnology to overcome these technical limitations and maximize performance. Specifically, methods to significantly improve the strength, abrasion resistance, fatigue resistance, and crack-control performance by utilizing nanomaterials such as Nano- , Nano- , and graphene oxide ( ) to control the microstructure of PLC concrete are presented. Finally, a comprehensive roadmap is proposed to enhance the field applicability of PLC concrete for highway pavements and contribute to the construction of sustainable social infrastructure through three key strategies: mix design optimization, consideration of regional environmental conditions, and integration of nanotechnology.

The objective of this study is to quantitatively evaluate the effect of pavement aging on the blow-up occurrence temperature of jointed concrete pavements. Pavement aging reduces the effective joint width through joint deterioration and infiltration of incompressible materials, thus decreasing the trigger temperature for pavement growth (TTPG). The TTPG is defined as the concrete temperature at which all transverse contraction joints within the expansion joint system are completely closed and the slabs begin to behave as a single structural unit. Once the maximum concrete temperature (Tmax) exceeds the TTPG, the temperature difference (ΔT = Tmax−TTPG, i.e., the effective temperature) results in compressive stresses within the slab, thus initiating the blow-up mechanism. A lower TTPG increases ΔT, thus accelerating thermal expansion and the accumulation of the annual maximum compressive stress. Expansive products generated by the alkali-silica reaction (ASR) and higher coefficients of thermal expansion (CTEs) further intensify internal compressive stresses, thus inducing blow-up at lower temperatures. Moreover, the subbase type affects the blow-up occurrence temperature owing to the differences in geometric imperfections and the slab–subbase friction. This study employs the pavement growth and blow-up analysis model to estimate blow-up occurrence temperatures, thus explicitly addressing the combined effect of pavement aging, ASR, CTE, and subbase type.

Pavement friction under wet conditions is a critical factor affecting driving safety and is determined significantly by water-film thickness (WFT). Although current road geometric design standards incorporate wet-pavement friction coefficients as design parameters, they do not adequately account for the effects of WFT. This study estimates the variation in the coefficient of friction caused by changes in the WFT and applies the results to the calculation of stopping sight distance (SSD) and radius of curvature (RC), which are essential elements in road geometry design. Through this approach, the study identifies the limitations of current standards and proposes potential improvements. WFT was estimated using the Gallaway model, which was previously verified through comparative analysis and experimental validation. The model incorporates key influencing factors such as rainfall intensity, pavement slope, drainage path length, and mean texture depth. Based on the estimated WFT, the longitudinal and lateral friction coefficients were calculated using Gallaway’s SN and Lamm’s models, respectively. Using these friction values, the SSD and RC were evaluated under various pavement and environmental conditions. Furthermore, comparisons with existing design guidelines were performed to assess whether the predicted values satisfy the standards under different conditions. Additionally, areas requiring improvement were identified. The analysis confirmed that WFT increases with rainfall intensity and drainage path length, whereas it decreases as the pavement slope, mean texture depth, and tread depth increase. An increase in the WFT significantly reduces the friction coefficient, which consequently increases the SSD and required RC. In particular, under conditions such as heavy rainfall, worn treads, long drainage paths, and shallow surface textures, the calculated SSD and RC typically exceed the minimum requirements of current road-design standards. By contrast, ensuring sufficient surface texture effectively maintains friction performance and mitigates increases in the SSD and RC. The findings of this study suggest that current road-design standards—based on dry or vaguely defined wet conditions—may not sufficiently address the effects of WFT on pavement friction. A quantitative, WFT-based approach is required for more realistic friction estimations. To enhance safety in rainy conditions, road designs should incorporate structural and material improvements, such as optimizing pavement slopes, reducing the drainage path length, maintaining adequate surface texture and tread depth, and adopting high-performance surfacing materials. Additionally, dynamic speed-management systems during rainfall and preventive maintenance for sections with inferior drainage should be considered to improve driving safety under wet weather conditions.

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.