• International Journal of Highway Engineering
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• v.17 no.3
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• pp.69-76
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• 2015

PURPOSES : Performance evaluation of four types of asphalt concrete overlays for deteriorated national highways. METHODS : Pavement distress surveys for crack rate and rut depth have been conducted annually using an automated pavement survey vehicle since 2007. Linear and non-linear performance prediction models of the asphalt concrete overlays were developed for 43 sections. The service life of the asphalt overlays was defined as the number of years after which a crack rate of 30% or rut depth of 15mm is observed. RESULTS : The service life of the asphalt overlays was estimated as 17.4 years on an average. In 90.7% of the sections, the service life of the overlays was 15 years or more which is 1.5 times the life of conventional asphalt concrete overlays used in national highways. The performance of the overlays was dependent on the type of asphalt mixture, traffic volume levels, and environmental conditions. CONCLUSIONS : The usage of stone mastic asphalt (SMA) and polymer-modified asphalt (PMA) for the overlays provided good resistance to cracking and rutting development. It is recommended that appropriate asphalt concrete overlays must be applied depending on the type of existing pavement distress.

• International Journal of Highway Engineering
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• v.8 no.1 s.27
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• pp.99-106
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• 2006

During the dry periods, many types of pollutant are accumulating on the paved surface by vehicle activities. Particularly, the highways are stormwater intensive landuses because of high imperviousness and high pollutant mass emissions from vehicles. The accumulated pollutants in highways are washed-off during a rainfall event and are highly contributing on water quality of receiving water bodies. The stormwater runoff from the highways are containing various pollutants such as metals, oil & grease and toxic chemicals originated from vehicles. Therefore, this research is performed to find pollutant characteristics in the magnitude of statistical pollutant concentrations during storm periods. During the monitoring periods, the first-flush phenomenon is visibly occurred on most storm events, which is confirmed from hydro- and pollute-graphs. The 95% confidence intervals of washed-off pollutant concentration are ranged to 154.7-257.1 mg/L for 755,138.9-197.6 mg/L for COD, 3.5-6.4 mg/L for oil & grease, 6.3-9.2 mg/L for TN and 2.3-3.31 mg/L for TP. The first flush effect is mostly occurred within initial 30 min of storm duration.

• The Journal of the Korea Contents Association
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• v.13 no.3
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• pp.435-443
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• 2013

While rural highways carry on lower traffic volumes, the deviations of running speeds between vehicles appear to be higher on rural highways than urban highways. The speed characteristic of rural highways is adding to pedestrian-related accidents which occur on a crosswalk with poor sight distance due to the limits of car headlights and lighting. Specially, the aged was mostly occupied in nighttime-related accidents on crosswalks, and pedestrians crossing on the far side of approaching vehicles appear to have the probability of fatality higher than the near side. An alternative is needed to resolve the compounded accidents, and then this study is to establish a new approach to an optimum lighting environment on a crosswalk to improve pedestrian safety. This study was conducted by a survey and a field study on the lighting of existing crosswalks. The field study shows that the existing lighting has the problem of wasting energy and impeding walking due to glare. The survey shows that nighttime sight distance on a crosswalk is required to improve and that road users prefer to be brighter pedestrian waiting space together with the crosswalk. Thus, a lighting environment that is not too bright and illuminates the crosswalk and the pedestrian waiting space is needed to implement.

• Geomechanics and Engineering
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• v.24 no.2
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• pp.115-127
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• 2021

This paper investigates the effects of soaking on a lime stabilized high plasticity clay and evaluates the implications for pavement design. In this context, the soil was stabilized by 4%, 6% and 9% hydrated lime. The soil was pulverized in two different gradations so that representative field gradations could be simulated. Both soil pulverization levels passed the relevant field gradation criteria. Curing durations were chosen as 7 days, 28 days and 56 days. Two groups of samples were prepared and were tested in unconfined compression test apparatus to measure the strength and secant modulus at failure values. One of the groups was tested immediately after curing. The other group of samples were first cured and then subjected to soaking for ten days before testing. Visual observations were made on the samples during the soaking period. The results showed the superiority of fine soil pulverization over coarse soil pulverization for unsoaked conditions in terms of strength and modulus values. Soaking of the samples affected the unconfined compressive strength and modulus values based on lime content, curing duration and soil pulverization level. In soaked samples, fine soil pulverization resulted in higher strength and modulus values compared to coarse soil pulverization. However, even with fine soil pulverization, effects of soaking on modulus values were more significant. A new term named as "Soaking Influence Factor (SIF)" was defined to compare the reduction in strength and modulus due to soaking. The data was compared with the relevant design guidelines and an attempt was made to include Soaking Influence Factors for strength and modulus (SIFS and SIFM) into pavement design processes. Two equations which correlated secant modulus at failure to unconfined compressive strength were proposed based on the samples subjected to soaking. The results of this study showed that in order to decrease the diverse effects of soaking for lime stabilized soils, soil pulverization level should be kept as fine as possible in the field. Importance of proper drainage precautions in the pavements is highlighted for better performance of the pavements.

• Proceedings of the KOR-KST Conference
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• 1999.10a
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• pp.281-286
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• 1999

• Transportation Technology and Policy
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• v.9 no.3
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• pp.57-66
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• 2012

• Journal of Korean Society of Transportation
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• v.20 no.5
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• pp.247-248
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• 2002

• Transportation Technology and Policy
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• v.7 no.1
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• pp.31-35
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• 2010

• Journal of Korean Society of Transportation
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• v.12 no.1
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• pp.137-149
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• 1994

The objective of study is to evaluate the effect of speed control hump on traffic operation and accidents. Three sites were investigated for the change of traffic accidents before and after the hump installation. Vehicle speeds approaching the hump were also analyzed. The study revealed that not only the number of traffic accidents but also the accident severity were significantly reduced by the installation of hump. Further, different types of traffic accidents with lower severity were observed after the hump installation. For the effect of speed reduction by hump, it was found that the speeds observed at 15m upstream of hump were in the range of 36~50 percent of approaching speeds which were not affected by (ie, without) the hump. Economic analysis of hump installation showed the benefit-cost ratio of 4.3 and 11.2 at two sites. Further analysis revealed that the benefit by the accident reduction exceeds the cost by speed reduction and installation capital if AADT is below 43,150 vehicles on two lane highways. It is recommended from the study that humps should be considered on two lane highways of high accident locations for excessive speeds to reduce traffic accidents and severity.

• Journal of the Korean Society of Industry Convergence
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• v.9 no.4
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• pp.285-291
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• 2006

A traffic accident is occurred by unbalance of reciprocal action of driver, vehicle and road conditions. To prevent the traffic accident, rapid and perfect road improvement is needed. But most of road improvement plans have insufficient budget. So decision maker has to determine the priority to invest. A model in this study, analyzing the effect of road conditions to the traffic accident, helps to decide the priority in road improvement. This study considered five danger indices ; 1) traffic volume, 2) speed variance, 3) vehicle mixing rate, 4) curved line radius, and 5) difference between design speed and running speed. Danger rate composed by five indices can be a scale of priority of improvement. The model in this study didn't consider all of factors about traffic accident. But this study can propose the methodology for traffic safety policy. For deriving the model, this study used data from highways in Korea and United States. Therefore the model has to apply the highways only.