• Journal of the Korea institute for structural maintenance and inspection
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• v.25 no.6
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• pp.245-253
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• 2021

RC slab bridges account for the largest portion of deteriorated bridges in Korea. However, most RC slabs are not included in the first and second classes of bridges, which are subject to bridge safety management and maintenance. The highest damaged components in highway bridges are the subsidiary facilities including expansion joints and bearings. In particular, leakage through expansion joints causes deterioration and cracks of concrete and exposure of reinforced bars. Therefore, this study analyzed the effect of adhesion damage at expansion joints on the response of the deck in RC slab bridges. When the spacing between the expansion joints at both ends was closely adhered, cracks occurred in the concrete at both ends of the deck due to the resistance rigidity at the expansion joints. Based on the response results, the correlation analysis between displacements in the longitudinal direction of the expansion joint and concrete stress at both ends of the deck for each damage scenario was performed to investigate the effect of the occurrence of damage on the bridge behavior. When expansion joint devices at both sides were damaged, the correlation between displacement and stress showed a low correlation of 0.18 when the vehicles proceeded along all the lanes. Compared with those in the intact state, the deflections of the deck in the damaged case at both sides showed a low correlation of 0.34 to 0.53 while the vehicle passed and 0.17 to 0.43 after the vehicle passed. This means that the occurrence of cracks in the ends of concrete changed the behavior of the deck. Therefore, data-deriven damage detection could be developed to manage the damage to expansion joints that cause damage and deterioration of the deck.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.21 no.1
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• pp.35-50
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• 2022

After the introduction of the central bus lane system, bus traffic was prioritized. This resulted in improved trust from bus users. However, the low capacity at the central bus stop reduces traffic speed and punctuality. In addition, physical constraints are inevitable because the construction of central bus lanes and bus stops considers the city's road geometry. Therefore, this study attempted to optimize the effective green time of the traffic signal system at the entrance and exit of the central bus stop to remedy its insufficient operational capacity. The Transit Capacity and Quality of Service Manual and Korea Highway Capacity Manual were used as the analysis methodologies. The number of stop areas for central bus stops to be built was determined by excluding variable physical factors, and field survey data collected from nine randomly selected central bus stops currently installed in Seoul were used. A scenario analysis was conducted on the central bus stops with insufficient capacity by adjusting the effective green time, and the capacity of the central bus stop was set as the dependent variable. According to the results, 26.7 percent of the central bus stops with insufficient capacity can solve the problem of insufficient capacity. Therefore, the results of this study can be verified by improving the operation level, and it can be effective even if the number of central bus stops calculated by engineering is not guaranteed during the planning stage of the central bus stop. As the number of central bus stops is expected to increase further as the number of central bus stops increases, it is necessary to improve the number of central bus stops. Therefore, it is hoped that the results presented in this study will be used as basic data for the improvement plan at the operational level before introducing the physical improvement plan.

• International Journal of Highway Engineering
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• v.13 no.3
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• pp.21-30
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• 2011

As well known, dowel bars are used to transfer traffic load acting on one edge to another edge of concrete slab in concrete pavement system. The dowel bars widely used in South Korea are round shape steel bar and they shows satisfactory performance under bending stress which is developed by repetitive traffic loading and environment loading. However, they are not invulnerable to erosion that may be caused by moisture from masonry joint or bottom of the pavement system. Especially, the erosion could rapidly progress with saline to prevent frost of snow in winter time. The problem under this circumstance is that the erosion not only drops strength of the steel dower bar but also comes with volume expansion of the steel dowel bar which can reduce load transferring efficiency of the steel dowel bar. To avoid this erosion problem in reasonable expenses, dowers bars with various materials are being developed. Fiber reinforced plastic(FRP) dower that is presented in this paper is suggested as an alternative of the steel dowel bar and it shows competitive resistance against erosion and tensile stress. The FRP dowel bar is developed in tube shape and is filled with high strength no shrinkage. Several slab thickness designs with the FRP dowel bars are performed by evaluating bearing stress between the dowel bar and concrete slab. To calculated the bearing stresses, theoretical formulation and finite element method(FEM) are utilized with material properties measured from laboratory tests. The results show that both FRP tube dowel bars with diameters of 32mm and 40mm satisfy bearing stress requirement for dowel bars. Also, with consideration that lean concrete is typical material to support concrete slab in South Korea, which means low load transfer efficiency and, therefore, low bearing stress, the FRP tube dowel bar can be used as a replacement of round shape steel bar.

• Journal of Korean Society of Transportation
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• v.33 no.4
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• pp.337-347
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• 2015

Since the application of roundabouts by 2010 have been started, more than 350 roundabouts were installed in Korea. Recently the types of constructed roundabouts become various, and the intersection conditions for installing roundabouts were also various. However, there were some difficulties to install roundabouts around school zone due to safety problems. In this study, appropriate distance from adjacent signal crosswalks to roundabouts were estimated for securing pedestrian safety and operation efficiency around school zone. With the analyses, the minimum distance standard was suggested to obtain operational effectiveness of roundabout according to traffic volume, traffic flow, pedestrian green time and secures pedestrian safety and convenience. In this paper, average delay of roundabout as various length of distances between an adjacent crosswalk and a roundabout as different pedestrian signal times, traffic volumes, traffic flow rates were analyzed. Through this study, it was found that about four times of delay in a roundabout was generated if there was adjacent signal crosswalk. However if there is enough distance between an adjacent crosswalk and a roundabout, the value of increasing delay on roundabouts with adjacent a signalized crosswalk can be considerably reduced. Critical value of the distance between a roundabout and a signal crosswalk in case of roundabouts within 200-500 vehicle/hour/lane entry traffic flow, 20-40% of left turn traffic, and over 15 seconds pedestrian green time was about 50 meters. In conclusion, if there is minimum 40 meter distance from roundabouts, adjacent signal crosswalks can be installed and operated for students' safety around school zone.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.10 no.6
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• pp.74-83
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• 2011

The high-pass transportation information system directly collects section information by using probe cars and therefore can offer more reliable information to drivers. However, because the running condition and features of probe cars and statistical processing methods affect the reliability of the information and particularly because the section travel time is greatly influenced by whether there has been delay by signals on urban roads or not, there can be much deviation among the collected individual probe data. Accordingly, researches in multilateral directions are necessary in order to enhance the credibility of the section information. Yet, the precedent studies related to high-pass information provision have been conducted on the highway sections with the feature of continuous flow, which has a limit to be applied to the urban roads with the transportational feature of an interrupted flow. Therefore, this research aims at analyzing the features of high-pass transportation data on urban roads and finding a proper processing method. When the characteristics of the high-pass data on urban roads collected from RSE were analyzed by using a time-space diagram, the collected data was proved to have a certain pattern according to the arriving cars' waiting for signals with the period of the signaling cycle of the finish node. Moreover, the number of waiting for signals and the time of waiting caused the deviation in the collected data, and it was bigger in traffic jam. The analysis result showed that it was because the increased number of waiting for signals in traffic jam caused the deviation to be offset partially. The analysis result shows that it is appropriate to use the mean of this collected data of high-pass on urban roads as its representative value to reflect the transportational features by waiting for signals, and the standard of judgment of delay and congestion needs to be changed depending on the features of signals and roads. The results of this research are expected to be the foundation stone to improve the reliability of high-pass information on urban roads.

• Journal of the Korean Society of Environmental Restoration Technology
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• v.1 no.1
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• pp.3-17
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• 1998

The purposes of this study is to investigate the possibility of planting trees at space land in the riverside. The space land is for the green space. Calculating the plantable space in the representation section and the flood flowing stability of the existing banks based on the hydrological and meteorological data of the Kap-Chon riverbasin located in Tae-jon, the following results are drawn. (1) The flood discharges in each flow section are $698.7m^3/s$ in section 1, $654.6m^3/s$ in section 2, and $1353.3m^3/s$ in section 3 during 100 years recurrence interval. Because the designed-flood discharges in those sections are $1719.9m^3/s$, $2119.7m^3/s$, and $1512.8m^3/s$ respectively, safety for flood flowing is sufficient in existing banks. (2) The possible clearance for planting trees is 1.80m in section 1, 3.90m in section 2, and 0.01m in section 3. Planting clearance is enough in section 1 and 2. However, planting should be planned after estimating a rise-height due to the bridge piers, because many piers under riverine-highway are now on the construction in section 2. The section 3 does not have sufficient clearance for planting trees, but the planting is possible after getting enough flow area with slope by cutting the terrace land on the river artificially heightened. (3) In case of planting a tree 70cm diameter in $1m^2$ in section 1, the water level increases by 0.60m. Planting a tree in a $48m^2$ area increases the water level by 0.90m. Considering that plantable clearance is 1.8m in section 1, it is sufficient to flow safely. But if the trees are planted so compactly from the upper stream, expected heavy resistance is expected due to caught materials on the trees. So, trees have to be planted widely in upper streams but compactedly in lower streams. (4) The river width without changing, Kap-Chon's flow channel can be snaked in accordance with the nature law the wide terrace land in the riverside. Decreased flow area due to planting trees will be compensated by the inclination of terrace land. And, it is theoretically proved that the flood discharge is safe even though the terrace land on the river is parked similar to the nature. Planting trees in the terrace land of the Kap-chon river to the extent that flood flowing is not adversely affected, we can get the enjoyable park to citizens not spending expensive cost. It also contributes to the recovery of ecosystem, which gives the natural beauty of river and shade to citizens and becomes good natural-educational places for children.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.4 no.1 s.6
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• pp.43-56
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• 2005

This research has examined a time series analysis(TSA) of an every hour traffic information such as occupancy, a traffic flow, and a speed, a statistical model of a surveyed data on the traffic fundamental diagram and an expand aspect of a traffic jam by many Parts of the traffic flow. Based on the detected data from traffic accidents on the Cheonan-Nonsan high way and events when the road volume decreases dramatically like traffic accidents it can be estimated from the change of occupancy right after accidents. When it comes to a traffic jam like events the changing gap of the occupancy and the mean speed is gentle, in addition to a quickness and an accuracy of a detection by the time series analyse of simple traffic index is weak. When it is a stable flow a relationship between the occupancy and a flow is a linear, which explain a very high reliability. In contrast, a platoon form presented by a wide deviation about an ideal speed of drivers is difficult to express by a statical model in a relationship between the speed and occupancy, In this case the speed drops shifty at 6$\~$8$\%$ occupancy. In case of an unstable flow, it is difficult to adopt a statistical model because the formation-clearance Process of a traffic jam is analyzed in each parts. Taken the formation-clearance process of a traffic jam by 2 parts division into consideration the flow having an accident is transferred to a stopped flow and the occupancy increases dramatically. When the flow recovers from a sloped flow to a free flow the occupancy which has increased dramatically decrease gradually and then traffic flow increases according as the result analyzed traffic flow by the multi regime as time series. When it is on the traffic jam the traffic flow transfers from an impeded free flow to a congested flow and then a jammed flow which is complicated more than on the accidents and the gap of traffic volume in each traffic conditions about a same occupancy is generated huge. This research presents a need of a multi-regime division when analyzing a traffic flow and for the future it needs a fixed quantity division and model about each traffic regimes.

• Journal of Environmental Impact Assessment
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• v.28 no.4
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• pp.387-399
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• 2019

This research aimed to prepare the classification of the damage types and the damage rating system of noise barriers for expressway noise barriers and to develop deterioration evaluation method of noise barriers by reflecting them. The noise barrier consists of soundproof panels, foundations and posts and the soundproof panels with 10 different types of materials are used in a single or mixed form.In this paper, damage of soundproof panel shows a single or composite damage, and thus a evaluation model of deterioration has been developed for noise barriers that can reflect the characteristic of noise barriers. Materials used mainly for soundproof walls were divided into material types for metal, plastic, timber, transparent and concrete. And damage types for noise barrier were classified into corrosion, discoloration, deformation, spalling and dislocation and damage types were subdivided according to the noise barrier's components and materials. Damage rating was divided into good, minor, normal and severe for each major part of noise barrier to assess damage rating of soundproof panel, foundation and post. The deterioration degree of noise barrier was evaluated comprehensively by using the deterioration evaluation method of whole noise barrier using weighted average. Deterioration evaluation method that can be systematically assessed has been developed for noise barrier using single or mixed soundproof panel and noise barrier with single or complex damage types. Through such an evaluation system, it is deemed that the deterioration status of noise barrier installed can be systematically understood and utilized for efficient maintenance planning and implementation for repair and improvement of noise barriers.

• Korean Journal of Environment and Ecology
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• v.26 no.5
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• pp.730-740
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• 2012

Korea Expressway Corporation have a plan to make a new highway from East Hongcheon to Yanayang in Kangwon-do(province). This research was conducted to analyze a vegetation structure of japanese red pine forest and to prepare conservation and restoration basic information for minimizing the effects on pine mushroom producing by road construction. Considering the range of effects by road construction, twenty plots were set up near road construction reserved area, and surveyed. The result analyzed by TWINSPAN, one of the classification technique, showed that the communities were divided into four groups which are two Pinus densiflora community, Pinus densiflora-Quercus variabilis community and Pinus densiflora-Deciduous broad leaves forest community(IV). Species diversity index of each community ranged from $1.7353{\pm}0.0341$ to $1.9079{\pm}0.2471$, and the average number of species was $9.2{\pm}2.8$, especially $9.6{\pm}5.0$ at canopy layer in the unit area($100m^2$). The number of individuals ranged from 4 to 29 and average 9.55 in the unit area($100m^2$). The average RSI(relative space index) was below 35%, the average estimated age of the forest was $38{\pm}8.34$ years. The depth of $A_0$ layer of soil was 4~6cm and the range of soil acidity was pH4.70~5.63(average pH 5.29). Pine mushroom and Japanes red pine have a close symbiosis relation. Therefore it is needed that minimizing the read construction which goes through the pine mushroom producing area. If a road goes through a pine mushroom producing area, restoration measurement is prepared to prevent forest from rapid change such as succession or vegetation structure.

• KIPS Transactions on Software and Data Engineering
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• v.7 no.9
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• pp.351-360
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• 2018

The LWR (Locally Weighted Regression) model, which is traditionally a lazy learning model, is designed to obtain the solution of the prediction according to the input variable, the query point, and it is a kind of the regression equation in the short interval obtained as a result of the learning that gives a higher weight value closer to the query point. We study on an incremental ensemble learning approach for LWR, a form of lazy learning and memory-based learning. The proposed incremental ensemble learning method of LWR is to sequentially generate and integrate LWR models over time using a genetic algorithm to obtain a solution of a specific query point. The weaknesses of existing LWR models are that multiple LWR models can be generated based on the indicator function and data sample selection, and the quality of the predictions can also vary depending on this model. However, no research has been conducted to solve the problem of selection or combination of multiple LWR models. In this study, after generating the initial LWR model according to the indicator function and the sample data set, we iterate evolution learning process to obtain the proper indicator function and assess the LWR models applied to the other sample data sets to overcome the data set bias. We adopt Eager learning method to generate and store LWR model gradually when data is generated for all sections. In order to obtain a prediction solution at a specific point in time, an LWR model is generated based on newly generated data within a predetermined interval and then combined with existing LWR models in a section using a genetic algorithm. The proposed method shows better results than the method of selecting multiple LWR models using the simple average method. The results of this study are compared with the predicted results using multiple regression analysis by applying the real data such as the amount of traffic per hour in a specific area and hourly sales of a resting place of the highway, etc.