• International Journal of Highway Engineering
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• v.20 no.2
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• pp.57-65
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• 2018

PURPOSES : The study aims to predict the service life of national highway asphalt pavements through deep learning methods by using maintenance history data of the National Highway Pavement Management System. METHODS : For the configuration of a deep learning network, this study used Tensorflow 1.5, an open source program which has excellent usability among deep learning frameworks. For the analysis, nine variables of cumulative annual average daily traffic, cumulative equivalent single axle loads, maintenance layer, surface, base, subbase, anti-frost layer, structural number of pavement, and region were selected as input data, while service life was chosen to construct the input layer and output layers as output data. Additionally, for scenario analysis, in this study, a model was formed with four different numbers of 1, 2, 4, and 8 hidden layers and a simulation analysis was performed according to the applicability of the over fitting resolution algorithm. RESULTS : The results of the analysis have shown that regardless of the number of hidden layers, when an over fitting resolution algorithm, such as dropout, is applied, the prediction capability is improved as the coefficient of determination ($R^2$) of the test data increases. Furthermore, the result of the sensitivity analysis of the applicability of region variables demonstrates that estimating service life requires sufficient consideration of regional characteristics as $R^2$ had a maximum of between 0.73 and 0.84, when regional variables where taken into consideration. CONCLUSIONS : As a result, this study proposes that it is possible to precisely predict the service life of national highway pavement sections with the consideration of traffic, pavement thickness, and regional factors and concludes that the use of the prediction of service life is fundamental data in decision making within pavement management systems.

• Journal of the Korea Society of Computer and Information
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• v.19 no.12
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• pp.171-175
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• 2014

Gu$\acute{e}$ret et al. tries to obtain the solution using linear programming with $O(m^4)$ time complexity for cane sugar production problem a kind of bin packing problem that is classified as NP-complete problem. On the other hand, this paper suggests the maximum loss of lot first production greedy rule algorithm with O(mlogm) polynomial time complexity underlying assumption of the polynomial time rule to find the solution is exist. The proposed algorithm sorts the lots of sugar loss slope into descending order. Then, we select the lots for each slot production capacity only, and swap the exhausted life span of lots for lastly selected lots. As a result of experiments, this algorithm reduces the $O(m^4)$ of linear programming to O(mlogm) time complexity. Also, this algorithm better result than linear programming.

• International Journal of Highway Engineering
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• v.17 no.1
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• pp.35-41
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• 2015

PURPOSES : The purpose of this study is to analyze the service life of expressway pavement based on both traffic volumes and use of deicing chemicals. METHODS : A database was built using expressway rehabilitation history information from over the last decade. In order to estimate the service life of expressway pavement, various analysis methods were considered, and a decision was made to perform analysis using a method based on an accumulated rehabilitation ratio. The service life of expressway pavement was then analyzed by classifying the scale of traffic volume and extent of de-icing chemicals used. RESULTS : The service life of PMA and SMA ranged from 7.8 to 10.6 years and from 9.9 to 12.0 years, respectively. The service life of JCP ranged from 16.0 to 22.2 years, and the service life of CRCP was 33.5 years on average. Results of assessing service life according to traffic volumes and de-icing chemicals showed that the lower the traffic volumes were, the greater the service life of PMA and JCP, and the less that de-icing chemicals were applied, the greater the service life of JCP. CONCLUSIONS : The dependence of expressway pavement service life on traffic volumes and de-icing chemicals makes it possible to apply LCCA for regional maintenance plans and cost-effective selection of expressway pavement type.

• International Journal of Highway Engineering
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• v.19 no.5
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• pp.117-129
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• 2017

PURPOSES : The purpose of this study is to analyze the performance life of hot central plant recycling (HCPR) and hot in-place recycling (HIR) pavements applied to the National Highway for the past 20 years and compare it with conventional hot-mix asphalt (HMA) pavement. METHODS : In order to analyze the performance life of recycling asphalt pavements, a comprehensive literature review was conducted to investigate the government law and official system for the use of recycling asphalt pavement in Korea and foreign countries. Next, the application information of using a hot central plant recycling and hot in-place recycling pavements in the national highway is collected from the database of pavement management system (PMS) and then their field condition is visually surveyed. Finally, the performance life of recycling asphalt pavements in the national highway is analyzed and compared with conventional hot-mix asphalt pavement. RESULTS :Institutions are encouraging the promotion of using recycled asphalt pavement through various legal systems in Korea as well as abroad. Based on analysis results for the average performance life of hot central plant recycling pavement applied to the national highway, the average performance life is estimated to be 10.2 years. However, the average performance life of in-place recycling pavement is estimated to be 6.5 years. However, it is expected to increase performance life after the HIR construction system is modified. CONCLUSIONS : Based on the limited data analysis of the performance life of recycled asphalt pavements, HCPR shows similar performance life to conventional asphalt pavement but HIR shows shorter performance life than conventional asphalt pavement. However, it is noted that all performance life data is very limited and it should be monitored and analyzed further.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.20 no.4
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• pp.367-374
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• 2002

Maintainability of highways is an important problem that is considered in the planning steps of a highway development process. A number of asset management systems have been developed to precisely predict maintenance and pavement expenditures for better decision making, But these systems are not helpful in reducing maintenance costs. Optimization of some highway design characteristics in the planning phases may reduce maintenance costs over the life cycle of highway. The formulations for initial and maintenance costs have been developed based on which design variables can be chosen to minimize these costs, focusing on the sideslope in cut and fill sections. Maintenance cost has been represented as a function of sideslope, width of highway cross section, and annual average daily traffic. A real geographic database of between Chung joo and Sang joo city in Choong buk was used and it is presented to investigate the sensitivities of maintenance cost and soil characteristics in selecting alignments. In this study, we present that maintenance cost and soil characteristics are important considerations in alignment optimization.

• Korean Journal of Agricultural Science
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• v.13 no.2
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• pp.176-184
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• 1986

A biological study was done on primary parasites and hyperparasites of green peach aphid, Myzus persicae, collected in Taejeon area during the period from April to September 1985 was. The results of mummification of primary parasites, host selectivity between primary parasites and hyperparasites, and longevity of important species were obtained as follows; 1. Among the 201 mummies collected in the field, adult primary parasites and adult hyperparasites were 38.3% and 44.3%, respectively. 2. Among the primary parasites, Lysiphlebia japonica and Trioxys hokkaidensis were most important species. 3. Among the hyperparasites, Prataphelinus nikalskajae, Eucoila sp. and Ardiles convexa were dominant species. 4. L. japonica was more parasitized by the hyperparasites than T. hokkaidensis. 5. T. hokkaidensis was higher than L. japonica in the ability of parasitism. 6. L. japonica had lived for 3 days by feeding glucose, the other foods had lived shorter than food.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.14 no.1
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• pp.1-12
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• 2015

Intrusive Vehicle Detectors have excellent detection performance compared to other types of detector, but disadvantages of high installation and maintenance costs, short life time due to greater damage to roads and paving materials. In contrast, Non-Intrusive Vehicle Detectors attached to the stationary pole have advantages because it does not damage the road surface and easy and less expensive to maintain. Despite these advantages, Non-Intrusive type detectors are still not been widely used in traffic signal control systems because of the low detection performance. In this study, a FMCW(Frequency Modulated Continuous Wave) radar Vehicle Detector was designed as an alternative detector for the signalized intersection, and the performance evaluation was presented by purpose applicability.

• Journal of the Korean Recycled Construction Resources Institute
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• v.9 no.3
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• pp.348-355
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• 2021

Asphalt, widely used for road pavement, has different required physical properties depending on the environment to which the road is exposed. Therefore, it is essential to maximize the life of asphalt roads by evaluating the physical properties of asphalt according to additives and selecting an appropriate formulation considering road traffic and climatic environment. Dynamic shear rheometer(DSR) test is mainly used to measure resistance to rutting among various physical properties of asphalt. However, the DSR test has limitations in that the results are different depending on the experimental setting and can only be measured within a specific temperature range. Therefore, in this study, to overcome the limitations of the DSR test, the rheological characteristics were predicted by learning the images collected from atomic force microscopy. Images and rheology properties were trained through EfficientNet, one of the deep learning architectures, and transfer learning was used to overcome the limitation of the deep learning model, which require many data. The trained model predicted the rheological properties of the asphalt binder with high accuracy even though different types of additives were used. In particular, it was possible to train faster than when transfer learning was not used.

• Journal of the Korean Electrochemical Society
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• v.27 no.1
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• pp.47-54
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• 2024

In this study, ZIF67/rGO was used to minimize the battery life degradation due to the insulating properties of sulfur and the elution of lithium polysulfide. ZIF67 wrapped in rGO creates more space within the carbon sponge and can hold a large amount of sulfur. The sulfur@ZIF67/rGO composite was synthesized and prepared as a sponge to enhance the sulfur retention capacity. The result showed a high initial capacity, with a value of about 1093 mAh g^-1 and a capacity retention rate of 84% after 100 cycles. The high interaction with sulfur through the complexation of cobalt and carbon confirmed that ZIF67/rGO exhibits high performance as a carrier for sulfur, the anode active material of lithium-sulfur batteries, and the high initial capacity and improved capacity retention rate were confirmed.

• Korean journal of applied entomology
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• v.26 no.1 s.70
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• pp.13-23
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• 1987

This study was conducted to know the effects of temperature conditions on the growth and oviposition of the brown planthopper(BPH), Nilaparvata lugens $St{\aa}l$. Results obtained were to predict the timing of the BPH control by measuring population dynamics of the BPH in response to temperature fluctuations upon migration of the insects in paddy fields. Developmental and ovipositional rates under constant and alternating temperature conditions were observed in a plant growth cabinet. Hatchabilities of eggs of the BPH were the highest at $25^{\circ}C$ and were decreased below or above the optimum temperature. Egg periods were the shortest at $27.5^{\circ}C$ and prolonged with decreasing temperature, but retarded at higher temperature above $30^{\circ}C$. Adult emergence rates were the highest at $27.5^{\circ}C$ and reduced with decreasing temperature, and no adult emerged at $32.5^{\circ}C$ and $35^{\circ}C$. Developmental period of nymph was the shortest at both $27.5^{\circ}C$ and $30^{\circ}C$, but extended with decreasing temperature. Female longevity was increased with decreasing temperature and the male longevity was the shortest at $27.5^{\circ}C$. Preoviposition period was the shortest at $32.5^{\circ}C$, but prolonged with decreasing temperature. It was about 6.5 times longer at $17.5^{\circ}C$ than that at $32.5^{\circ}C$. Number of eggs oviposited per female was the greatest at $25^{\circ}C$, but decreased at the temperature below or above the optimum. Under the same total effective day-degrees, hatchabilty at the alternating temperature was about 10% higher than that at the constant temperature but egg period at the alternating temperature was nearly identical as that at the constant. Under the $22^{\circ}C$ condition, emergence rate was about 8% higher at the alternating temperature than that at the constant, however, at the $28^{\circ}C$, the rate was about 8% higher at the constant than that at the alternating. Nymphal period was about $4{\sim}6$ days longer at the alternating temperature than that at the constant. Under the same total effective day-degrees in adult stage, both longevity and oviposition period were longer at alternating temperature than those at the constant. Number of eggs oviposited per female was also higher at the alternating. Longevities of females reared under $28^{\circ}C$ of constant temperature was the longest no matter what temperatures they were exposed after the emergence. This result seems to be indicating that female longevity is greatly influenced by the temperature to which they were exposed durings immature stages. Preoviposition period was affected by the temperature exposed during the nympal and adult stage whereas the number of eggs oviposited was affected by the temperature during the adult stage only. Based on the results from this study, the developmental threshold temperatures seem to be $14.12^{\circ}C$ for eggs, $14.76^{\circ}C$ for nymphs, $9.62^{\circ}C$ for adults, and $15.95^{\circ}C$ for preoviposition period. Estimated values of the total effective temperature for completing each stage were 141.25 day-degrees for eggs, 167.83 day-degrees for nymphs, 349.64 day-degrees for adults, and 58.60 day-degrees for preoviposition.