• International Journal of Highway Engineering
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• v.2 no.1
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• pp.135-145
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• 2000

A new procedure needs to be developed to predict the dynamic layer properties under moving truck loads. In this study, a computer code to evaluate layer moduli of asphalt concrete pavement from measured interior deflections at various depths were developed and verified from numerical model tests. Interior deflections of the pavement are measured from Multi-Depth Deflectometer(MDD). It was found that errors between the given and backcalculated moduli in numerical analysis were less than 0.32% for several numerical models tested. When impact loads were used, a technique to determine the depth to virtual rigid base was proposed through the analysis of compressive wave velocity and impulse loading durations. It was found that errors between the given and backcalculated moduli in numerical analysis were less than 0.114% when virtual rigid base was considered in numerical analysis. The pavement behavior must be evaluated under various vehicle speeds when determining the dynamic interaction between the loading vehicle and pavement system. To evaluate the dynamic behavior on asphalt concrete pavement under various vehicle speeds, truck moving tests were carried out. From the test results with respect to vehicle speed, it was found that the vehicle speed had significant effect on actual response of the pavement system. The lower vehicle speed generates the higher interior deflections, and the lower dynamic modulus.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.26 no.3
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• pp.263-273
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• 2008

The precision of sensors' position is particularly important in the application of road extraction or digital map generation. In general, the various ranging solution systems such as GPS, Total Station, and Laser Ranger have been employed for the position of the sensor. Basically, the ranging solution system has problems that the signal may be blocked or degraded by various environmental circumstances and has low temporal resolution. To overcome those limitations a IMU/range integrated system could be introduced. In this paper, after pointing out the limitation of extended Kalman filter which has been used for workhorse in navigation and geodetic community, the two sampling based nonlinear filters which are sigma point Kalman filter using nonlinear transformation and carefully chosen sigma points and particle filter using the non-gaussian assumption are implemented and compared with extended Kalman filter in a simulation test. For the ranging solution system, the GPS and Total station was selected and the three levels of IMUs(IMU400C, HG1700, LN100) are chosen for the simulation. For all ranging solution system and IMUs the sampling based nonlinear filter yield improved position result and it is more noticeable that the superiority of nonlinear filter in low temporal resolution such as 5 sec. Therefore, it is recommended to apply non-linear filter to determine the sensor's position with low degree position sensors.

• International Journal of Highway Engineering
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• v.7 no.3 s.25
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• pp.1-10
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• 2005

In this study, accelerated pavement tester(APT) was performed on long-life asphalt pavements that can save maintenance and user costs by increasing the design life twice longer than conventional asphalt pavements. Basic material testings are first conducted on a high modulus base(HMB) mixture developed in this study. Four different pavement sections including thin and thick conventional and thin and thick HMB courses are constructed to compare the load-carrying capacities and to investigate the fatigue and rutting performances using an accelerated pavement tester. Tensile strain values at the bottom of base courses under the various loading levels are measured. The tensile strain values of the HMB sections are lower than those of the conventional sections. It is observed from the APT performed on the thin pavement sections that no significant cracks are developed up to the 180,000 cycles of a wheel load. In terms of rutting, only 3mm of rutting is developed in the thick HMB section while 5.3mm of rutting is developed in the thick conventional section at the 90,000 cycles of the wheel load. The HMB material developed in this study can be successfully used in the long-life asphalt pavements because of its excellent fatigue and rutting performances. It is estimated from a series of structural analysis that the use of the HMB material instead of the conventional base materials may reduce the asphalt thickness at least 5cm because of its better load-carrying capacity.

• International Journal of Highway Engineering
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• v.17 no.3
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• pp.85-95
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• 2015

PURPOSES : Recently, bonded concrete overlay has been used as an alternative solution in concrete pavement rehabilitation since its material properties are similar to those of the existing concrete pavements. Deteriorated concrete pavements need rapid rehabilitation in order to prevent traffic jams on Korean expressways. Moreover, speedy and effective repair methods are required. Therefore, the use of bonded concrete overlay with ultra-rapid hardening cement has increased in an effort to reopen promptly the expressways in Korea. However, mobile mixer is required for ultra-rapid hardening cement concrete mixing in the construction site. The use of mobile mixer causes various disadvantages aforementioned such as limitation of the construction supply, open-air storage of mixing materials, increase in construction cost, and etc. In this study, therefore, hydration accelerator in-situ mixing on polymer modified concrete produced in concrete plant is attempted in order to avoid the disadvantages of existing bonded concrete overlay method using ultra-rapid hardening cement. METHODS : Bonded concrete overlay materials using ultra-rapid hardening cement should be meet all the requirements including structural characteristics, compatibility, durability for field application. Therefore, This study aimed to evaluate the application of hydration accelerator in-situ mixing on polymer modified concrete by evaluating structural characteristics, compatibility, durability and economic efficiency for bonded concrete overlay. RESULTS : Test results of structural characteristics showed that the compressive, flexural strength and bond strength were exceed 21MPa, 3.15MPa and 1.4MPa, respectively, which are the target strengths of four hours age for the purpose of prompt traffic reopening. In addition, tests of compatibility, such as drying shrinkage, coefficient of thermal expansion and modulus of elasticity, and durability (chloride ions penetration resistance, freezing-thawing resistance, scaling resistance, abrasion resistance and crack resistance), showed that the hydration accelerator in-situ mixing on polymer modified concrete were satisfied the required criteria. CONCLUSIONS : It was known that the hydration accelerator in-situ mixing on polymer modified concrete overlay method was applicable for bonded concrete overlay and was a good alternative method to substitute the existing bonded concrete overlay method since structural characteristics, compatibility, durability were satisfied the criteria and its economic efficiency was excellent compare to the existing bonded concrete overlay methods.

• International Journal of Highway Engineering
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• v.17 no.3
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• pp.49-58
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• 2015

PURPOSES : The use of environmentally friendly construction methods has been recently encouraged to reduce fuel consumption and the effects of global warming. For this purpose, the roller compacted concrete pavement (RCCP) construction method has been developed. RCCP is more environmentally friendly and economically efficient than general concrete by reducing the amount of CO2 generated through the application of a smaller amount of cement. RCCP has a number of advantages such as an easy construction method, low cost, high structural hydration performance, and aggregate interlocking. However, mix design standards and construction guidelines of RCCP are required for domestic application. In addition, a study on aggregate selection, which has an effect on the characteristics of RCCP, is necessary owing to a limited number of researches. Thus, the aggregate effect on the performance of RCCP in securing the required strength and workability was evaluated in consideration of domestic construction. METHODS : Sand and coarse aggregates of both 19mm and 13mm in maximum size were used in this study. Four types of aggregate gradations (s/a = 30%, 58%, and 70% for the sand and coarse aggregate of 19mm in maximum size, and s/a = 50% for a combination of the three types of aggregates) were set up to investigate the effects of the PCA band on the RCC characteristics. The conditions of s/a = 30% and 70% were evaluated to check the gradation effect outside of the recommended band. The conditions of s/a = 58% and 50% were used because they are the optimum combination of the two and three types of aggregates, respectively. RCCP gradation band was suggested gradation with a proper construction method of RCCP by synthetically comparing and analyzing the correlation of optimum water content, maximum dry density, and strength of requirements through its consistency and compaction test. RESULTS : The lower and upper limit lines are insufficient to secure a relatively strong development and workability compared to an aggregate gradation in the RCCP gradation band region. On the other hand, the line in the RCCP gradation band and the 0.45 power curve in the RCCP gradation band region were satisfactory, ensuring the required strength and workability. CONCLUSIONS : The suitable aggregate gradation on RCCP process should meet the RCCP gradation band area; however, fine particles passing through a #60 sieve do not need to be within the recommended gradation band because the influence of this region on such fine particles is small.

• International Journal of Highway Engineering
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• v.11 no.3
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• pp.51-60
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• 2009

This study investigates the fresh state characteristics, strength, chloride ion penetration resistance and freeze-thaw resistance of the suggested high strength-high durability cement concrete pavement. The required workability and air content could be achieved by using an appropriate admixtures. However its dosage should be carefully determined through field trial batches. Compressive strength increased with the increased cement content and, in particular, high cement volume concrete continuously developed strength up to 90 days. No clear relationship, however, existed between flexural strength and cement content. Chloride penetration resistance seemed as a function of curing age rather than the cement content. Freeze-thaw resistance test was conducted using two different coolants, tap water and 4% NaCl solution. When the tap water was used no severe damage was observed up to 300 cycles regardless the air content. Under 4% NaCl solution, specimens of 326kg/$m^3$ cement content showed severe damage with surface scaling. Based on the experimental investigations herein, it is highly recommended that the cement content be greater than 400kg/$m^3$ for strength-high durability cement concrete pavement structures.

• International Journal of Highway Engineering
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• v.10 no.4
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• pp.1-8
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• 2008

Seoul metropolitan government has introduced Bus Rapid Transit (BRT) systems in some major urban corridors on July 1st, 2004, and has reported that it was successful on the ground that bus speed has been increased in the corridors with BRT system and that it has also resulted in the increase of bus patrons. However, there comes a negative claim that BRT has increased the number of fatalities in the same corridors. This study first aims at developing safety evaluation indicators of pedestrian crossings, then compares values of those indicators from pedestrian crossings with and without BRT systems. The safety evaluation indicators of pedestrian crossing are developed as: the number (or ratio) of conflicts between pedestrians and vehicles, the number (or ratio) of vehicles violating pedestrian signals, the number (or ratio) of pedestrians remaining crossings at red signals, and the number (ratio) of pedestrians walking beyond crossing areas. When we compare values of these indicators for both pedestrian crossings with and without BRT system, it has turned out that crossings with BRT systems has more number of conflicts than the crossings without BRT systems, but it cannot be said that the ratio of conflicts will be different between two crossing types. It means that the number of conflict will increase as the number of pedestrians and vehicles in the crossings. When we note that BRT system intrinsically attract more number of pedestrians who get-in or get-off bus stops, we cannot said that BRT system will be safer for pedestrians.

• International Journal of Highway Engineering
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• v.15 no.2
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• pp.19-27
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• 2013

PURPOSES : This study aims to investigate the snow-melt effects of an underground electric heater's snow-melt system via a field performance test, for evaluating the suitability of the system for use on a concrete pavement. The study also investigates the effectiveness of dynamic measures for clearing snow after snowfall events. METHODS : In order to check the field applicability, in November 2010, specimens were prepared from materials used for constructing concrete pavements, and underground electric heating meshes (HOT-mesh) were buried at depths of 50 mm and 100 mm at the site of the Incheon International Airport Construction Research Institute. Further, an automatic heating control system, including a motion sensor and pavement-temperature-controlled sensor, were installed at the site; the former sensor was intended for determining snow-melt effects of the heating control system for different snowfall intensities. Pavement snow-melt effects on snowy days from December 2010 to January 2011 were examined by managing the electric heating meshes and the heating control system. In addition, data on pavement temperature changes resulting from the use of the heating meshes and heating control system and on the dependence of the correlation between the outdoor air temperature and the time taken for the required temperature rise on the depth of the heating meshes were collected and analyzed. RESULTS : The effects of the heating control system's preheat temperature and the hot meshes buried at depths of 50 mm and 100 mm on the melting of snow for snowfalls of different intensities have been verified. From the study of the time taken for the specimen's surface temperature to increase from the preheat temperature ($0^{\circ}C$) to the reference temperature ($5{\sim}8^{\circ}C$) for different snowfall intensities, the correlation between the burial depth and outdoor air temperature has been determined to be as follows: Time=15.10+1.141Depth-6.465Temp CONCLUSIONS : The following measures are suggested. For the effective use of the electric heating mesh, it should be located under a slab it may be put to practical use by positioning it under a slab. From the management aspect, the heating control system should be adjusted according to weather conditions, that is, the snowfall intensity.

• Journal of the Korea institute for structural maintenance and inspection
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• v.16 no.5
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• pp.19-28
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• 2012

In this study, cause of longitudinal crack which is found on duct slab of road tunnel is studied. In-depth investigation, such as visual inspection, non-destructive testing and geometrical surveying of duct slab, is carried out. In order to perform cause analysis, the investigated results are compared to the results of numerical analysis. Many factors, which cause longitudinal crack, are classified as constrained condition of the duct slab, location of the rebar, temperature, shrinkage and so on. According to the classified causes of longitudinal crack, numerical analysis is performed considering construction stage of the tunnel lining. Especially, in order to predict shrinkage stain due to discrepancy of curing date, ACI-209 model, KCI structural design code and other researcher's shrinkage test results are compared. The results show that shrinkage strain is one of the main factors causing longitudinal crack. Other investigated tunnels are classified along with the construction method of duct slab and patterns of cracks. As a result, improving ways to construct duct slab are suggested.

• Journal of Animal Science and Technology
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• v.59 no.1
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• pp.2.1-2.6
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• 2017

Background: This study aimed to analyze the on heart rate, blood lactate concentration, packed cell volume (PCV) and hemoglobin (Hb) response after conducting exercise in endurance horses. Methods: A total of 20 healthy 3-9-years-old Jeju crossbreed mares ($5.95{\pm}2.24$ year) of age and $312.65{\pm}13.59kg$ of weight) currently participating the endurance competition were used. The field tests selected for the experiment was gallop (approximately 8.3 m/s) along the selected 2.5 km course (a natural forest trail, not artificial road; a closed loop course). The horses were divided into three groups according to their age; 3-4 years of age (G1, $3.29{\pm}0.49$ year), 6-7 years of age (G2, $6.42{\pm}0.53$), and 8-9 years of age (G3, $8.50{\pm}0.55$). The measurements times for the heart rate, blood lactate concentration, PCV, and Hb analysis were conducted before exercise (T0), shortly after exercise (T1), 15 min after exercise (T2), and 30 min after exercise (T3), respectively. Data was analyzed using an analysis of covariance (ANCOVA) for repeated measures with times and groups. Results: The results of the comparison depending on the passage of rest time after exercise suggest that the heart rate and blood lactate concentration of three groups at T2 significantly decreased compared to T1 (p < 0.001). PCV of the G2 and G3 groups were significantly decreased at T2 compared to T1 (p < 0.01). Hb values at G2 (p < 0.01) and G3 (p < 0.001) groups were significantly decreased at T2 as compared to T1. However, heart rate, blood lactate concentration, PCV and Hb level at T1 showed no difference in the comparison of horses from different age groups with the exception of G3 group in terms of heart rate. Conclusion: The physiologic and hematological responses of horses during recovery time after 2,500 m exercise with gallop were no significant difference among the groups. These data are useful as a response evaluation method for training of endurance horses.