id stringlengths 12 12 | format stringclasses 2 values | title_ko stringlengths 0 811 โ | title_en stringlengths 0 1.26k โ | journal dict | authors listlengths 0 15 | abstract_ko stringlengths 0 4k โ | abstract_en stringclasses 100 values | keywords stringclasses 157 values | citation_count stringclasses 5 values | doi stringlengths 0 127 โ | url stringclasses 101 values | file_source stringlengths 23 23 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
ART001297163 | oai_dc | ๋๋ก ์ฐจ์ ์ฌ๋ฃ์ ๊ณต์ฉ์๋ช
์์ธก๋ฐฉ๋ฒ | Methodology to Predict Service Lives of Pavement Marking Materials | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์คํฅ์ด(ํ๊ตญ๋๋ก๊ณต์ฌ); ์ดํ์(ํ๊ตญ๋๋ก๊ณต์ฌ); ์ฅ์ ํ(๋๋ก๊ตํต๊ธฐ์ ์); ๊ฐ์ฌ์(ํ๊ตญ๋๋ก๊ณต์ฌ)"
] | Performances of retroreflectivity vary place to place, according to traffic volumes and time lengths after striping, depending on
pavement marking materials and colors. The present paper uses the nation wide data of retroreflectivity, which has been collected from
freeways and then tries to develop the regression curve setting traffic volume and service life as independent variables and
retroreflectivities as dependent variables. The DB system includes two year's measurement in 2005~2006 over Korean freeway
pavement marking at an interval of three months for the period. The mobile measurement system, a laserlux, was employed for the
purpose. The DB has provided a lot of information about materials and performance of the specific pavement marking such as
geometric features, traffic volumes, material characteristics and the installation date. This study provides the comparison of pavement
marking performances under diversified conditions. Based on accumulated pavement marking performances, this study provides
performance curves based on the diversified factors. The goal of the retroreflectivity modeling is to develop equations that can be used
to estimate an average retroreflectivity of pavement markings as a function time since application and traffic volume. After
representing the variation of retroreflectivities and estimating regression curves by linear, exponential, logarithmic and power function,
the regression curve which had the highest coefficient of determination and the value similar to the last field measurement was
regarded as the retroreflectivity decay model. As a result of verification, the decay model showed the signification within the 90%
confidence level and especially showed the clear relation with field data according to increase of cumulative vehicle exposure.
Accordingly, these models can be used to determine service lives, retroreflectivity degradation rates, and retroreflectivity of new
markings. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001297181 | oai_dc | ์์คํํธ ์ฝํฌ๋ฆฌํธ ๋ณํ๊ฐ๋ ์ํ์์์ ์ ์ ํ์ค์ฌํ์๋ ์ ์ ์ฐ๊ตฌ | Determination of Proper Loading Speed for Deformation Strength Test of Asphalt Concretes | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์กฐ๋ณ์ง(๊ฐ์๋ ๊ฐ๋ฐ๊ณต์ฌ); ๋ฐํ์(ํ๊ตญ๋๋ก๊ตํต์ฐ๊ตฌ์); ๋์์(๊ฐ์๋ํ๊ต); ๊น๊ด์ฐ(๊ฐ์๋ํ๊ต)"
] | This study was carried out to select proper loading speed for deformation strength (SD) of asphalt mixtures. Kim test using loading
head of diameter(40mm) with radius(10mm) was conducted to measure SD in different loading speed (10mm/min, 30mm/min, 50mm/min,
70mm/min) and wheel tracking test was also conducted. The regression analyses between the SD values and WT results were carried out
by loading speeds. Higher SD was observed as increasing loading speed. This means that loading speed is a high influencing factor on
SD. The loading speed of 30mm/min was found as an optimum for better correlation with WT results than any other speeds from the
regression analysis between SD and wheel tracking test results. SD value measured at other loading speed than 30mm/min has to apply
the conversion coefficients. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001297186 | oai_dc | ํ๋ฆฌ์คํธ๋ ์คํธ ์ฝํฌ๋ฆฌํธ ํฌ์ฅ์ ํก๋ฐฉํฅ ๊ธด์ฅ ์ค๊ณ๋ฐฉ์ | Design Methodology of Transverse Post-Tensioning for Prestressed Concrete Pavements | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์ฑ๋ฏผ(๊ฒฝํฌ๋ํ๊ต); ์ค๋์ฃผ(๊ฒฝํฌ๋ํ๊ต); ๋ฐฐ์ข
์ค((์ฃผ)์ผ์ฐ์์ด์ ์จ)"
] | This study was conducted to develop the design methodology of transverse post-tensioning for the prestressed concrete pavement
(PSCP). The transverse stress distribution was analyzed when the transverse anchor spacing changed. The tensile stress distribution in
the PSCP slab due to the environmental and vehicle loads was also investigated. The reasonable methods were discussed to determine
the design loads including environmental and vehicle loads and the PSCP allowable tensile stress used for the basis of the selection of
the stress application amount from the tensioning. The results of this study showed that as the transverse anchor spacing increased, the
range of the stress loss became larger and the stress loss was significant near the shoulder. The design of the transverse post-tensioning
can be performed by obtaining the stresses under the design loads and by considering the allowable tensile stress; however, the tensile
stresses at different locations such as the shoulder, wheel pass, and slab interior should also be checked and kept below the allowable
tensile stress. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001297176 | oai_dc | ์์ฐํ์นผ์์ ์ฒจ๊ฐํ UFFA ์ด์๊ฒฝ ์ฝํฌ๋ฆฌํธ์ ๋ฌผ์ฑํน์ฑ ํ๊ฐ | Material Property Evaluation for UFFA Rapid Setting Concrete including Calcium Hydroxide | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ ์ฑ์ผ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ๋จ์ ํฌ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ์์งํ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ๊ถ์์(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | Generally, UFFA(Ultra Fine Fly Ash) has merit that advances a greater concrete workability and activates a greater pozzolanic
reaction than common fly ash due to its ultra fine particle size. These properties enhance concrete durability by reducing permeability
and increasing resistance of alkali silica reaction(ASR) and sulfate attack, etc. Due to these reasons, UFFA can be used in a rapid
setting concrete. The purpose of this study is to develop and evaluate the rapid setting concrete with UFFA as a repair material for
early-opening-to-traffic. In previous studies, if only UFFA is added to the rapid setting concrete mixture, pozzolanic reaction doesn't
happen actively. Therefore, in this study, the chemical and physical tests were performed for rapid setting concrete with UFFA
including calcium hydroxide and the activity of pozzolanic reaction was evaluated. Finally, the effectiveness of this mixture on
enhancing concrete durability was investigated. As results, adding UFFA decreased the water/cement ratio of concrete, and
compensated the reduced portion of the early strength of concrete. Also, rapid setting concrete with UFFA including calcium
hydroxide activated a greater pozzolanic reaction than normal-UFFA concrete. As calcium hydroxide increases, electrical indication of
concrete's ability to resist chloride ion penetration is promoted significantly. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001297183 | oai_dc | 3์ฐจ์ ๊ฐ์๋๋ฅผ ๊ณ ๋ คํ ๋๋ก๊ณก์ ๋ถ ์ ํ๋ณ ์ค๊ณ๊ธฐ์ค ์ ์ | Development of Standard of Highway Curve Geometric Considering 3-D Acceleration | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฐ์ ํ(ํ๊ตญ๊ตํต์ฐ๊ตฌ์); ๋ฐ์ ์ง(ํ๊ตญ๋๋ก๊ณต์ฌ ๋๋ก๊ตํต๊ธฐ์ ์ ์ฑ
์์ฐ๊ตฌ์); ๋ฐํํ(์ ๋จ๋ํ๊ต); ํํ์ค(์ ๋จ๋ํ๊ต)"
] | According toโ A guide Book to Highway Designโ, most road elements are chosen based on a certain design speed in order to ensure
obtaining safe and smooth traffic operating. However, road safety in practical way is corelative to not only all element of roads but also
road shape, for example, between straight line and curves line and between curved lines. Also, it is relates to alignments such as
horizontal alignment, vertical alignment, and cross section. That is, the practical road design should be examined in both sides of 3
dimension and consecutiveness as the practical road is a 3-dimensional successive object. The paper presents a concept for acceleration
to evaluate consistency of road considering actual road shape on 3-dimension. Acceleration of vehicle is influential to road consistency
based on running state of vehicle and state of drivers. Especially, the magnitude of acceleration is a quite influential element to drivers.
Based on above, the acceleration on each point 3-D road can be calculated and then displacement can be done. Computation of
acceleration means total calculation on each axis. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001297170 | oai_dc | 4์ง ์ ํธ๊ต์ฐจ๋ก ์ฐจ์ข
๋ณ ์ฌ๊ณ ๋ชจํ -์ฒญ์ฃผ์๋ฅผ ์ฌ๋ก๋ก- | Accident Models of 4-Legged Signalized Intersections by Vehicle Type in the Case of Cheongju | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฐ๋ณํธ(์ถฉ๋ถ๋ํ๊ต); ๋ฐ๊ธธ์(์ถฉ๋ถ๋ํ๊ต); ์ธ๋ณ์ฒ (์ถฉ๋ถ๋ํ๊ต)"
] | This study deals with the accident models by vehicle type. The goal is to develop the accident models by vehicle type using the data of 143 4-legged signalized intersections in Cheongju. In pursuing the above, this study gives the particular attentions to explaining the relationships between the values of EPDO(equivalent property damage only) and the traffic and geometric elements. The main results analyzed are the followings. First, 6 negative binomial models are developed, which are all significant at the 90% confidence level. Second, the values of ฯ2 by vehicle type are 0.14307(auto), 0.35556(large van), 0.21684(small van), 0.205152(motocycle), 0.32338(light-duty truck) and 0.29046(heavy-duty truck), that are all analyzed to be statistically significant. Finally, the common variable included in all models is ADT(average daily traffic), and the specific variable(SV) of auto is analyzed to be the sum of lane width of main road, SV of large van is the average yellow time, and SV of small van is the difference in the number of lane between
main and minor road. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001297157 | oai_dc | ๋์๋ถ ๊ต์ฐจ๋ก์์์ ์์ ๊ฑฐ ์ฌ๊ณ ์ ํ ๋ถ์์ ๊ดํ ์ฐ๊ตฌ | A Study on Bicycle Accident Patterns at Urban Intersections | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น๋ํ(ํ๊ตญ๊ตํต์ฐ๊ตฌ์ ์ฐ๊ตฌ์); ์กฐํ์ (ํ๊ตญ๊ตํต์ฐ๊ตฌ์); ๊น์์ฒ (์ธ์ฒ๋ํ๊ต)"
] | Recently, users of bicycles as a green mode are rising sharply, but there are few efforts to increase bicycle safety and to decrease the
number of accidents between vehicles and bicycle users. Therefore, this research seeks to improve bicycle safety at intersections by
analysing causation factors of bicycle accidents pattern and providing optimal intersection design guidelines. For this study, real
bicycle accident data of fifty six occurred in the Incheon metropolitan area in the year of 2005 were collected and field surveys were
conducted. In addition, this research developed a bicycle accident pattern model with using multinomial logit model. The model results
showed that presence of fatality, presence of traffic islands on the minor road, highway_type, weather, presence of traffic bus_stop on
the major road, minor road lane width, victim induce factor are significant for bicycle safety. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001297182 | oai_dc | ํฐ๋ ์
๊ตฌ๋ถ ์์ ์์ค๋ฌผ ์์ ์ฑ ์ฆ๋๋ฐฉ์ ์ฐ๊ตฌ | A Study on Safety Improvement of Safety Devices at Entrance of Expressway Tunnels | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ด์ ํธ(์ ๋ถ๋์๊ฒฝ์์ฐ๊ตฌ์); ๊น์ฅ์ฑ(์์ธ์๋ฆฝ๋ํ๊ต); ๊น๋์(ํ์๋ํ๊ต ๊ตํต๊ณตํ๊ณผ); ์ด์๋ฒ(์์ธ์๋ฆฝ๋ํ๊ต)"
] | Since rapidly increase of tunnel with increasing of expressway, the study on safety improvement of safety device at entrance of expressway tunnels
is necessary. The existence of tunnel occurs more speed reduction than an upward slope by itself, the collision accident of tunnel entrance causes
heavier damage than that of general accident on the road. So, many kinds of safety devices such as poly-ethylene barrier, guard-rail are placed on the
road side. But these devices affect the drivers as an obstacle. Although there are various safety devices that are placed at tunnel entrance, this study is
related to following 2-cases. One is that the poly-ethylene barrier is placed and the other is that a safety devices is not placed. The reason that these two
cases are selected, is that poly-ethylene barrier is usually placed at many tunnel entraces and safety devices can affect the drivers as an obstacle. This
study is related to the difference of right-hand side clearance between inside tunnel and outside tunnel, too. The average difference observed car speed
and VDS(vehicle detect system) speed nearby the tunnel is analysed. Through the statistical analysis of the average difference, this study suggests an
alternatives on safety improvement of safety devices at entrance of expressway tunnels. It is concluded that the small difference of right-hand side
clearance is desirable to drivers when a poly-ethylene barrier is placed. And when the difference of right-hand side clearance is large, no safety devices
is desirable, and when the difference of right-hand side clearance is small, poly-ethylene barrier should be placed to improve safety. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001297189 | oai_dc | LTPP-SPS : ์ฌ์ ๋ณด๊ฐ ์์คํํธ ํฌ์ฅ์ ๊ตฌ์กฐ์ ์ฑ๋ฅ ํ๊ฐ | LTPP-SPS : Evaluation of Structural Capacity on Asphalt Pavement Reinforced with Glass Fiber | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ ์ฑ์ผ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ๊น๋ถ์ผ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ๊น์กฐ์((์ฃผ)์์ค์๊ฑด์ค); ์๊ด์(๊ตญํ ํด์๋ถ ๊ฐ์ ๋๋ก๊ณผ)"
] | In Korea-LTPP(Long Term Pavement Performance) project, the full depth asphalt pavement test sections are constructed on the
national highway to evaluate the structural capacity of asphalt pavement reinforced with glass fiber. Truck loading test and FWD test
were performed to measure the structural capacity of test sections. Test results showed that the reinforcement of glass fiber installed at
between surface and intermediate asphalt layer decreased the strain at the bottom of surface layer and moved up the stress neutral axis
in asphalt layer. As a result, the tensile stress was developed at the bottom of intermediate asphalt layer of reinforced asphalt pavement,
while the compressive stress was developed at the bottom of intermediate asphalt layer of unreinforced asphalt pavement. On the other
hand, the tensile strain at the bottom of asphalt base layer didn't show a difference between glass fiber reinforced and unreinforced
pavements. From the FWD test, it was shown that the surface deflection of asphalt pavement reinforced with glass fiber decreased 24
percents comparing to that of unreinforced asphalt pavement. This shows that the reinforcement with glass fiber appears to improve the
rutting resistance of asphalt pavement. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001297149 | oai_dc | ์ค๋ด ๋ฐ ํ์ฅ์คํ์ ํตํ DCPT์ ๋
ธ์ํ ๋ค์ง๊ด๋ฆฌ๊ธฐ์ค ์ ๋ฆฝ์ ๊ดํ ๊ธฐ์ด์ฐ๊ตฌ | Fundamental Study on Establishing the Subgrade Compaction Control Criteria of DCPT with Laboratory Test and In-situ Tests | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ต์ค์ฑ(์ธ๋๋ํ)"
] | In this study, in-situ testing method, Dynamic Cone Penetration Test(DCPT) was presented to establish a new compaction control
criteria with using mechanical property like elastic modulus instead of unit weight for field compaction control. Soil chamber tests and
in-situ tests were carried out to confirm DCPT tests can predict the designed elastic modulus after field compaction, and correlation
analysis among the DCPT, CBR and resilient modulus of subgrade were performed. Also, DCPT test spacing criteria in the
construction site was proposed from the literature review. In the result of laboratory tests, Livneh's equation was the best in correlation
between PR of DCPT and CBR, George and Pradesh's equation was the best in the predicted resilient modulus. In the resilient modulus
using FWD, Gudishala's equation estimates little larger than predicted resilient modulus and Chen's equation estimates little smaller.
And KICT's equation estimates the modulus smaller than predicted resilient modulus. But using the results of laboratory resilient
modulus tests considering the deviatoric and confining stress from the moving vehicle, the KICT's equation was the best. In the results
of In-situ DCPT tests, the variation of PR can occur according to size distribution of penetrate points. So DCPT test spacing was
proposed to reduce the difference of PR. Also it was shows that average PR was different according to subgrade materials although the
subgrade was satisfied the degree of compaction. Especially large sized materials show smaller PR, and it is also found that field water
contents have influence a lot of degree of compaction but a little on the average PR of the DCPT tests. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001297101 | oai_dc | ์ค๋ ์ฝํฌ๋ฆฌํธํฌ์ฅ์ ํ๋กํ์ผ ๋ฐ์ดํฐ๋ฅผ ์ด์ฉํ ์ฌ๋๋ธ์ ์ปฌ๋งํ์ ์ถ์ถ๊ธฐ๋ฒ ๊ฐ๋ฐ | Development of Extraction Method of Slab Curling Shape of Jointed Concrete Pavement Using Profile Data | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ ๋ฒ์ค(๊ฐ๋ฆ๋ํ๊ต); ์ด์น์ฐ(๊ฐ๋ฆ์์ฃผ๋ํ๊ต); ๋ฌธ์ฑํธ(ํ๊ตญ๋๋ก๊ณต์ฌ ๋๋ก๊ตํต๊ธฐ์ ์)"
] | Curling is caused by the difference in the temperature and humidity by the depth of the slab in Jointed Plain Concrete Pavement. Slab
curvature shape and size change due to curling exert a profound influence on the internal stress and roughness of the pavement, affecting
structural and functional performance of the pavement. Direct measurement of the slab curvature entails many problems. Many measuring
instruments have to be installed at the early-stage of the pavement construction, and the behavior of the slab curvature needs to be measured
accurately from the early-stage. Moreover, the cost and technical difficulty are very formidable to measure the slab curvature. This study
develops a measurement method for slab curvature in jointed concrete pavement at any given time by applying Power Spectrum Density
Analysis and Inverse Fast Fourier Transformation to the profile data, that can be easily obtained at the construction field site. The
effectiveness of this developed method is verified by measuring the profile data of the test road of jointed concrete pavement at an inland
central expressway by the hour and by examining the result of extracting the slab curvature shape from this profile data. Additionally, the
profile data of CRCP(Continuously Reinforced Concrete Pavement) sections on the same expressway were obtained and analyzed at the
same time. The validity of the method developed for the slab curvature shape extraction is verified by comparing the result from the analysis
of the profile data of CRCP sections with that from the analysis of the profile data of jointed concrete pavement sections. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001297179 | oai_dc | ์ ํธ๊ต์ฐจ๋ก์ ์ธก๋ฉด์ง๊ฐ ์ถฉ๋์ฌ๊ณ ํน์ฑ๊ณผ ์ฌ๊ฐ๋ | Characteristics and Severity of Side Right-Angle Collisions at Signalized Intersections | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฐ์ ์ยท(๋๋ก๊ตํต์์ ๊ด๋ฆฌ๊ณต๋จ); ๋ฐ๊ธธ์(์ถฉ๋ถ๋ํ๊ต); ๊นํ์(์ถฉ๋ถ๋ํ๊ต); ๋ฐ๋ณํธ(์ถฉ๋ถ๋ํ๊ต)"
] | This study deals with the side right-angle collisions of 4-legged signalized intersections in Cheongju. The goals are to analyze the
characteristics of accidents and to find out the accident factors that affect severity using ordered probit model. In pursuing the above,
the study uses the data of 580 side right-angle collisions occurred at the 181 intersections(2004~2005). The analyses show that more
accidents were occurred in the nighttime and in going straight. The main cause was analyzed to be the red-light violation. Also, the
main results of modeling are the following, First, the likelihood ratio index is 0.094 and t-ratio values that explain goodness of fit are
significant. Second, minor road traffic volumes, minor road lanes, major road left-turn lanes, major road left-turn signal, major road
yellow signal time, cross angle, major and minor road speed limits are significant factors affecting crash severities at signalized
intersections. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001297145 | oai_dc | ์ค๋ด ๋ฐ ํฌ์ฅ๊ฐ์์ํ์ ์ด์ฉํ ์์คํํธ ํผํฉ๋ฌผ์ ์์ฑ๋ณํ ๋ชจํ ๊ฐ๋ฐ | Development of Rutting Model for Asphalt Mixtures using Laboratory and Accelerated Pavement Testing | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ด์์ผ(์ธ์ข
๋ํ๊ต); ์ดํ์ข
(์ธ์ข
๋ํ๊ต); ํ์ฌ์(์ผ์ฑ๋ฌผ์ฐ(์ฃผ) ๊ฑด์ค๋ถ๋ฌธ); ๋ฐํฌ๋ฌธ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | The pavement performance model is the most important factor to determine the pavement life in the mechanistic-empirical
pavement design guide (MEPDG). As part of Korean Pavement Research Program (KPRP), the Korean Pavement Design Guide
(KPDG) is currently being developed based on mechanistic-empirical principle. In this paper, the rutting prediction model of asphalt
mixtures, one of the pavement performance model, has been developed using triaxial repeated loading testing data. This test was
conducted on various types of asphalt mixtures for investigating the rutting characteristics by varying with the temperature and air
void. The calibration process was made for the coefficients of rutting prediction model using the accelerated pavement testing data.
The accuracy of prediction model can be increased when by considering the effect of individual rutting properties of materials rather
than shear stresses with depths. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001297180 | oai_dc | Appropriate Boundary Conditions for Three Dimensional Finite Element Implicit Dynamic Analysis of Flexible Pavement | Appropriate Boundary Conditions for Three Dimensional Finite Element Implicit Dynamic Analysis of Flexible Pavement | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ ํ์ค(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); Imad L. Al-Qadi(University of Illinois at U rbana-Champaign); ๊น์ฐ๋ณต(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | ํธ๋ญ ์ถํ์ค์ ์ํ ๋๋กํฌ์ฅ์ฒด์ ์๋ ฅ๊ณผ ๋ณํ์ ๋๋ถ๋ถ ๋ค์ธต ํ์ฑ ์ด๋ก ์ ์ํด ์์ธก๋๋ค. ๋๋ถ๋ถ์ ๋ค์ธต ํ์ฑ ์ด๋ก
์ ์ํ ์ด๋ก ์ ๊ณ์ฐ๊ฐ์ด ์ฐ์ฑ ํฌ์ฅ ์ฌ๋ฃ์ ์ ํ์ฑ์ ๊ฑฐ๋ํน์ฑ, ๋์ ํธ๋ญ ์ถํ์ค, ๋น๊ท ๋ฑ ํ์ด์ด ์ ์ง์ ๋ฐ ํ์๋ฑ์
ํด์์ ๊ณ ๋ คํ์ง ๋ชปํ๋ฏ๋ก, ๊ณ์ธก๊ฐ์ ๋นํด ๋งค์ฐ ์์ ๊ฐ์ ์์ธกํ๋ฏ๋ก์ ๋๋ก ํฌ์ฅ ๋๊ป์ค๊ณ๊ฐ ๊ณผ์ ์ค๊ณ๋ ์ฐ๋ ค๊ฐ ํฌ
๋ค. ์ด์ ๊ฐ์ ๋๋ก ํฌ์ฅ์ฒด ๊ตฌ์กฐํด์์ ์ด์ฉ๋๋ ์ค์ํ ๋ณ๋์์๋ฅผ ํฌ์ฅ ์ฌ๋ฃ์ ๋ฌผ์ฑ ๋ชจ๋ธ ์ธก๋ฉด, ๋น๊ท ๋ฑ ์ ์ง์ ๋ฐ ํ
์ ์ธก๋ฉด, ๋์ ์ ํ์์ํด์ ์ธก๋ฉด์์ ๋ถ์ํ์ฌ ์ด์ฉ ๊ฐ๋ฅํ ๋ชจ๋ธ์ ๋ณธ ๋
ผ๋ฌธ์์ ์ ์ํ์๋ค. ๊ฒฝ๊ณ์กฐ๊ฑด ๋ฐ ๋ฏผ๊ฐ๋ ๋ถ์
์ ์ํ์ ํตํ ํจ๊ณผ์ ์ธ 3์ฐจ์ ์ฐ์ฑํฌ์ฅ์ ์ ํ์์ํด์๋ชจ๋ธ์ ๊ฒฐ์ ํ๋ ๋ฐฉ๋ฒ๋ก ์ ์ ์ํ์์ผ๋ฉฐ, ์ต์ ์ ํ์์๋ชจ๋ธ
๋ถ์๊ฒฐ๊ณผ์ ํ์ฅ์์ ์ทจ๋ํ ๊ฒฐ๊ณผ์์ ์ํธ๋น๊ต๋ฅผ ํตํ์ฌ ๋ชจ๋ธ์ ์ ์์ฑ์ ๊ฒ์ฆํ์์ผ๋ฉฐ, ๋์ ์ ์งํ์ค์กฐ๊ฑด, ์ ํ์ฑ
๋ฌผ์ฑ ๋ชจ๋ธ ๋ฑ์ 3์ฐจ์ ์ ํ์์ ๋ชจ๋ธ์ ์ ๋ชฉํ๊ณ , ์ต์ ๊ฒฝ๊ณ์กฐ๊ฑด์ ๊ฒฐ์ ํ์๋ค. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001074791 | oai_dc | ๋๋ก๊ตํต๋ณ ๊ตํต์ฌ๊ณ ์ถ์ธ๋ถ์ ๋ฐ ์๊ณ์ด ๋ถ์๋ชจํ ๊ฐ๋ฐ | Road Accident Trends Analysis with Time Series Models for Various Road Types | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"ํ์์ง(ํ๊ตญ๊ตํต์ฐ๊ตฌ์); ๊น๊ทผ์ (ํ๊ตญ๊ตํต์ฐ๊ตฌ์)"
] | Roads in Korea can be classified into four types according to their responsible authorities. For example, Motorway is constructed, managed, and operated by the Korea Highway Corporation. Ministry of Construction and Transportation is in charge of National Highway, and Province Roads are run by each province government. Urban/County Roads are run by corresponding local government. This study analyses the trends of road accidents for each road type. For this purpose, the numbers of accidents, fatalities, and injuries are compared for each road type for last 15 years. The result shows that Urban/County Roads are the most dangerous, while Motorways are the safest, when we simply compare the numbers of accidents, fatalities, and injuries. However, when we compare these numbers by dividing by total road length, National Highway becomes the most dangerous while Province Roads becomes the safest. In the case of road accidents, fatalities, and injuries per vehiclekm, which is known as the most objective comparison measure, it turns out that National Highway is the most dangerous roads again. This study also developed time series models to estimate trends of fatalities for each road type. These models will be useful when we set up or evaluate targets of national road safety. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001075020 | oai_dc | ํ๋ฆฌ์บ์คํธ ํ๋ฆฌ์คํธ๋ ์คํธ ์ฝํฌ๋ฆฌํธ ํฌ์ฅ์๊ธด์ฅ์ ์ํ ๊ฑฐ๋ ํด์ | Behavior of Precast Prestressed Concrete Pavementsunder Post-Tensioning | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์ฑ๋ฏผ(๊ฒฝํฌ๋ํ๊ต); ์กฐ๋ณํ(๊ฒฝํฌ๋ํ๊ต)"
] | The pavement system constructed by tieing a number of precast concrete slabs employing prestressing techniques is called the precast prestressed concrete pavement. The behavior of this type of pavement system under post-tensioning was analyzed using a finite element model. First, the optimal number of anchors was determined by investigating the distribution of compressive stresses in the pavement system due to post-tensioning. Then, the effects of the parameters such as the horizontal resistance of underlying layers, the pavement length, the slab thickness, and the bearing area of the anchorage on the distribution of compressive stresses were analyzed. The horizontal resistance of underlying layers induced the loss of compressive stresses, and the loss increased in the middle of the pavement. As the pavement length increased or the slab thickness decreased, the stress loss due to the horizontal resistance of underlying layers became larger. However, the bearing area of the anchorage where the compressive forces were applied did not much affect the distribution of compressive stresses. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001075014 | oai_dc | ์ํํ์งํ ์ง์ฃผ์ ์ฐจ๋์ ์ถฉ๋ํด์์ ๊ดํ ์ฐ๊ตฌ | Study on the Analysis of Vehicle Impact to Small Sign Support | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊ณ ๋ง๊ธฐ(๊ณต์ฃผ๋ํ๊ต); ๊น๊ธฐ๋(๊ณต์ฃผ๋ํ๊ต); ์ฑ์ ๊ณค(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ์ค๋๊ทผ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | Barrier โ
ฆ program is normally used for the design of flexible barrier, but if modelled properly it can be used for the analysis of vehicle impact to small sign posts. In this paper sign post is shown to be modelled as flexible barrier by combining beam and column elements at each beam node. Simulations with the Barrier โ
ฆ program have been made for 7 impact cases composed of sign posts of circular and H section with rigidly connected support and breakaway support system. The impact speed used for the simulation ranged from 30km/h to 110km/h. The study shows that in the vehicle impacts to a circular sign post with high speed, the large deflection and high inertia force causes the sign plate to hit the windshield leading to a hazard to the occupants. It is also shown that impact to H section post results in small deflection of the post and abrupt velocity change and high deceleration of the impact vehicle causing severe damage to both the vehicle and occupants. Simulation study also shows that breakaway support system eliminates the potential danger of the vehicle impact to the rigidly connected small sign posts by reducing deflection of the post, abrupt change in velocity and deceleration level. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001206228 | oai_dc | ๋จ์์ ๋๊ณ๋ฅผ ์ด์ฉํ ์ถฉ๊ฒฉํก์์์ค์ ์ค๊ณ๋ฒ ๊ฐ๋ฐ | Study on the Design Method Development of Crash Cushion Using Single Degree of Freedom | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ฃผ์ฌ์
(ํ๊ตญ๋๋ก๊ณต์ฌ); ์ฅ๋์(ํ๊ตญ๋๋ก๊ณต์ฌ ๋๋ก๊ตํต๊ธฐ์ ์); ์์น๋
(๋ช
์ง๋ํ๊ต); ๊ธ๊ธฐ์ (๋ช
์ง๋ํ๊ต)"
] | The most important thing for driver's safety on the road is equipment of crash cushion as a vehicle protection safety facility. But development of crash cushion is defective because there's no rational and reality way of design. And also without an alternative plan, it rely on crash test hereby it suffers a great economic loss and wastes time. This study that uses data of cash test proves the suitability of single degree of freedom which considers the safety of passengers about three-dimensional complicated Crash Analysis. As the study analyzes the conduct of crash cushion, it want to develop the effective method of design on Single Degree of Freedom Crash Cushion. And it presents the way of crash cushion design through making a crash analysis model with single degree of freedom. To verify the validness of the crash cushion plan, with single degree of freedom plan, we make the level CC2 crash cushion and execute the crash test. A performance test brings satisfied result and a plan of single degree of freedom crash cushion is proven as an one of the way to be a good system which can design crash cushion. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001206229 | oai_dc | ์ค๋์ฝํฌ๋ฆฌํธ ํฌ์ฅ์ ์ค๋๊ฐ๊ฒฉ์ ๋ฐ๋ฅธ ์ด๊ธฐ๊ฑฐ๋ ์ฐ๊ตฌ | Effect of Joint Spacing on Early-Age Behavior of Jointed Concrete Pavement | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ค์ฐฝํธ(๊ฐ๋ฆ๋ํ๊ต); ์ด์ฌํ(ํ๊ตญ๋๋ก๊ณต์ฌ); ๊นํ๋ฐฐ(ํ๊ตญ๋๋ก๊ณต์ฌ); ์ด์น์ฐ(๊ฐ๋ฆ์์ฃผ๋ํ๊ต)"
] | Joint Spacing of Jointed Concrete Pavement has been uniformly designed and constructed as six-meter in Korea. However, engineering backgrounds to show the appropriateness of six-meter Joint Spacing has not been provided. In the on-going reseach of the development of Korea Pavement Reseach Program(KPRP), the optimum Joint Spacing is suggested as 6 to 8 meters according to the regional climatic conditions based on the mechanical-empirical analysis of short-term and long-term pavement distress. This study is a part of the investigation on the adequateness of Joint Spacing design specification suggested in KPRP. Joint Spacing was design and constructed as seven-meter Joint Spacing suggested as design specification in Korea Reseach Program(KPRP) and monitored the Load Transfer Efficiency(LTE), Random crack and compared with those of adjacent 6๏ฝ7 meter Joint Spacing concrete section. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001074792 | oai_dc | ๊ณ ์๊ตญ๋์์์ ์ฐํ๊ท ์ผ๊ตํต๋์ ๋ฐ๋ฅธ N๋ฒ์งธ ๊ณ ์์ ์๊ฐ๊ตํต๋ ์ถ์ ๋ชจํ ๊ฐ๋ฐ์ ๊ดํ ์ฐ๊ตฌ | Development of Nth Highest Hourly Traffic Volume Forecasting Models | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ค์ฃผ์ผ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | For calculating the number of lane, it is essential to gain the 30th or 100th highest design hourly volume. The design hourly volume obtained from AADT multiplied by design hour factor. In this paper, we developed the regression models for estimating the 30th highest hour volume and 100th highest hour volume as defined by AADT 50,000 criterion based on the data obtained the 34 monitoring sites in highway. By comparing the performance of the proposed models and conventional models using MAPE, the proposed model for 30th highest design hourly volume reduced the estimator error of 11.83% than that of conventional methods for less than AADT 50,000 and decreased estimation error of 22.17% than that of conventional method for more than AADT 50,000. Moreover, the proposed model for 100th highest design hourly volume reduced the estimator error of 8.16% than that of conventional methods for less than AADT 50,000 and decreased estimation error of 15.25% than that of conventional method for more than AADT 50,000. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001074794 | oai_dc | ์ธ์ง๊ฑฐ๋ฆฌ์ ์ธก๋ฐฉ์์น๋ฅผ ์ด์ฉํ ์์ ์ ๋์์ค์ ์ค์น๋ฐฉ๋ฒ์ ๊ดํ ์ฐ๊ตฌ | A Study on the Installation Method of Delineation System Using Detection Distance and Lateral Position | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ ์ฐํ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ์กฐํ์ง(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | This study investigated the effects of delineation systems on drivers' maneuver and how the effectiveness of delineation system can be further improved according to the road geometry. The experiments were conducted to collect lateral placement data and detection distance data using GPS equipped vehicles. The main results are summarizedas follows. Firstly, installing the delineation facilities on the roads helps drivers to recognize road alignment. Secondly, the detection distance is longer for delineators than for raised pavement marker in tangent section, while there is no difference in curve section. The chevron show the longest detection distance in the curve section, while the raised pavement markers showed no distinctive performance in terms of detection distance and lateral placement. Therefore, we can recommend install delineators in the tangent sections and chevrons in curve sections, based on the analysis results of effects of delineation facilities. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001082307 | oai_dc | LMS(%)์ S์ ์ํ ๋
ธํ ์์คํํธ ํผํฉ๋ฌผ์ ์์ฑ๋ณํ ์ถ์ | Estimation of Rutting Property of Artificially-Aged Asphalt Mixtures Based on LMS(%) and SD | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ ์ฌํ(๊ฐ์๋ํ๊ต); ๋ฐํ์(๊ฐ์๋ํ๊ต); ๋์์(๊ฐ์๋ํ๊ต); ๊น๊ด์ฐ(๊ฐ์๋ํ๊ต)"
] | ๋ณธ ์ฐ๊ตฌ๋ 154โ๋ก 2์๊ฐ์ ๋จ๊ธฐ๋
ธํ๋ฅผ ๊ฑฐ์น ํผํฉ๋ฌผ๋ก ์ ์ํ ๊ณต์์ฒด๋ฅผ 110โ์์ 24, 48, 72, 96์๊ฐ ๋์ ์ฅ๊ธฐ๋
ธํ๋ฅผ ์์ผ ์์คํํธ ํผํฉ๋ฌผ์ ๋
ธํ์ ์์ฑ๋ณํ ์ ํญ์ฑ์ ํ๊ฐํ์๋ค. ํผํฉ๋ฌผ์ ๋
ธํ ์๊ฐ์ด ์ฆ๊ฐํจ์ ๋ฐ๋ผ ๊ฐ์ฑ์ ์ฆ๊ฐ๋ก ์ธํ ์์ฑ๋ณํ ์ ํญ์ฑ์ด ์ฆ๊ฐํ ๊ฒ์ ๊ณ ๋ คํ์ฌ ๋ณํ๊ฐ๋๋ฅผ ์ด์ฉํด ๋จ๊ธฐ๋
ธํ์ ์ฅ๊ธฐ๋
ธํ๋ฅผ ๊ฑฐ์น ๊ณต์์ฒด์ ๋ํด ์์ฑ๋ณํํน์ฑ์ ์ธก์ ํ์๋ค. ๋ํ ๋
ธํ ์๊ฐ์ ์ฆ๊ฐ์ ๋ฐ๋ฅธ ๋ฐ์ธ๋์ ๋
ธํ ์ ๋๋ฅผ ์ธก์ ํ๊ธฐ ์ํ์ฌ GPC (Gel-permeation chromatograph) ๋ถ์์ ํตํ์ฌ ๋ํ๋ถ์๋น์จ(LMS(%))์ ์ธก์ ํ์๋ค. ๋
ธํ ์๊ฐ์ด ๊ธธ์ด์ง์ ๋ฐ๋ผ LMS(%)๊ฐ ์ฆ๊ฐํ๊ณ ํผํฉ๋ฌผ์ ๋ณํ๊ฐ๋ ๊ฐ์ด ์ปค์ง๋ ๊ฒ์ ํ์ธํ์๋ค. ๋ํ ์๊ด์ฑ ๋ถ์์ผ๋ก๋ถํฐ LMS(%)์ ๋ณํ๊ฐ๋๊ฐ ์๊ด์ฑ์ด ๋์ ๊ฒ์ผ๋ก ๋ํ๋ ์ด๋ฅผ ํตํด ํผํฉ๋ฌผ์ด ๋
ธํ๋๋ฉด ์์ฑ๋ณํ ์ ํญ์ฑ์ด ์ฆ๊ฐ๋จ์ ํ์ธํ์๋ค. ๋ฐ๋ผ์ LMS(%)์ ์ธก์ ์ผ๋ก ์์คํํธ ํผํฉ๋ฌผ์ ๋ฐ์ธ๋ ์ถ์ถ ์์ด๋ ์์ฑ๋ณํํน์ฑ์ ์ถ์ ๊ฐ๋ฅํจ์ ํ์ธํ์๋ค. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001075019 | oai_dc | ์ ํ ํผ๋ถ ์๊ฑฐ์๋ถ ํฌ์ฅ์ ๋์ํผํด ์๋ฐฉ์ ์ํ ๋จ๋ฉด์ค๊ณ | A design guide to minimize frost heave in unbound pavement layers over box culverts | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์์๊ตญ(ํ๊ตญ๋๋ก๊ณต์ฌ)"
] | During the whole month of December in 2005, Korea experienced both heavy snowfall and freezing temperature in southeast regions, which had caused frost related damages to many pavements laid on top of box culverts. In-situ observation revealed that the formation of ice lenses in subgrade and subsequent unbound layers led to upward heaving and transverse cracks in concrete and asphalt pavements. This has affected the long-term performance of pavements, as well as has threatened drivers' safety for a while. Recently, Korea Expressway Corporation has proposed a design guide to better protect newly constructed unbound pavement layers over culverts from frost heave. A trench drainage system has been selected to effectively draw off water and to alleviate pore-water pressure in soils during the coldest season. This paper presents experimental and analytical backgrounds behind this new design guide. Soil specimens retrieved from the sites are tested to quantify clay content and to estimate the permeability of subgrade. A 2-D ground seepage analysis has been conducted to better understand the changes in pore water pressures as a function of grain size. Finally, an optimum size of trench drainage is determined based on numerical analysis and workability in the field. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001075015 | oai_dc | ๋๋กํฌ์ฅ๋ฉด๊ณผ ํ์ด์ด๊ฐ์ ์์ ์ฌํ์ฅ๋น์ ๊ฐ๋ฐ | Development of Tire/Pavement Noise Simulator | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์๊ท(๊ฐ๋ฆ๋ํ๊ต); ์ด์น์ฐ(๊ฐ๋ฆ์์ฃผ๋ํ๊ต); ์ ํ์(๋๋ก๊ตํต๊ธฐ์ ์)"
] | Recently various low-noise-pavement methods have been developed. Since tire/pavement noise is the major source of traffic noise at high speed condition, the core-technology of low-noise pavement is to produce the road surface texture that can reduce tire/pavement noise. The difficulties in the development of the low-noise pavements are high costs and time to construct test roads, since vehicles have to travel on the test roads to evaluate the noise from a particular condition of pavement surface. Tire/Pavement Noise Simulator were developed to overcome those difficulties and the reliability of developed Tire/Pavement Noise Simulator are investigated based on the simulating and measuring the noise of tire - tined concrete pavement and tire - non tined concrete pavement. ใใ | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001075017 | oai_dc | ํฐ๋ ์ธ์ฒ ํ์ ํน์ฑ ๋ฐ ๋ถ๋ฆฌํก์ฐฉ ๋ฐฉ์์ ๋ฐ๋ฅธ ์ค์ผ๋ฌผ์ง ์ ๊ฐ ์ฐ๊ตฌ | Study on Pollutant Characteristics of Tunnel Cleaning Wastewater and Removal Characteristics of the Pollutants via Settling and Adsorption | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฐ์์ฐ(์ค์๋ํ๊ต); ์ต์ํ(์ค์๋ํ๊ต); ์ค์ฌ์ผ(์ค์๋ํ๊ต)"
] | Washed wastewater generated from the intermittent cleaning process of the three tunnel sites located in the Seoul area showed high concentrations of SS, CODCr, T-N, NH3-N, NO3-N, Zn, Cu, Cr(+6), Mn, Mg, Phenol, CN- and E-Coli based on the water quality analysis. These characteristics of the deteriorative wastewater depend on the sampling method, cleaning frequency, released amount of washing water, inner material of tunnel wall, traffic volume, and type of drainage systems. Gravitational separation experiment of SS with collected tunnel wastewater showed considerable removal of pollutants such as 80% of CODCr, 30% of T-N and 90% of T-P simultaneously. GAC isotherm test was conducted to remove dissolved portion of the pollutants, and resulted in high removal efficiencies above 80 % of CODCr, T-N, Zn, Cu, Mn, Phenol, CN in the experimental condition of GAC dosage of 50g/1โ. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001075018 | oai_dc | ์์ ๊ฑฐ ์ด์ฉ์ ํํ ๋ฐ์์ ์ํ ์ ํธ๊ต์ฐจ๋ก์์์ ์์ ๊ฑฐ ํก๋จ์๊ฐ ์ฐ๊ตฌ | Analysis of Bicycle Crossing Times at Signalized Intersections for Providing Safer Right of Bicycle Users | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์์ํ(๋ช
์ง๋ํ๊ต); ์ด์ง๊ฐ(๋ช
์ง๋ํ๊ต); ์ด์ํ(๋ช
์ง๋ํ๊ต); ๊นํ์(๋ช
์ง๋ํ๊ต)"
] | When allocating traffic signal at the signalized intersection, minimum green time and clearance time for bicyclists should be significantly considered in order to enhance safety aspects to bicyclists when crossing intersections, especially where intersections with exclusive bicycle paths that are physically separated from pedestrians. In this study, field measurements related to bicycle crossing time, including minimum green time and clearance time, were collected and analyzed according to bicycles crossing types at the signalized intersections where high rate of bicyclists exists. Three types of bicycle crossing are defined as follows 1) stopping: completely stop before crossing (at least one foot on ground) 2) riding: crossing with riding bicycle 3) pulling: crossing without riding bicycles. Minimum green time based on pedestrian speeds should be used as crossing time in this case. For bicyclists, speed of bicycle that is applicable to estimate the minimum green time is in the 1.36m/sec(15th percentile) to 1.60m/sec(25th percentile) range in case of its stopping. Also it is in the 0.75(15th percentile) to 0.87(25th percentile) range for pulling at crosswalk. In addition, speed of bicycle to consider for calculating the clearance time is in the 2.51m/sec(15th percentile) to 2.79m/sec(25th percentile). These values also resulted from 15th percentile or 25th percentile speeds of riding. The results of this study are expected to be supported in traffic signal allocation process, reflecting bicyclistsโ characteristics. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001074793 | oai_dc | ์๊ฐ์๋ฃ์ ๊ณต๊ฐํ๋ฅผ ํตํ ์ผ๊ตํต๋ ๊ฒฐ์ธก๋์ฒด ๋ฐฉ๋ฒ๋ก ์ฐ๊ตฌ | Missing Imputation Methodologies for Daily Traffic Countsby Transforming Time Data into Spatial Data | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"ํํ์(์ถฉ๋ถ๋ํ๊ต); ์ค์ฃผ์ผ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | We suggest a new spatial linear interpolation method to substitute linear interpolation method which widely used in transportation engineering to impute the missing daily traffic volume. We layout daily traffic volume which is time series data over the virtual lattice space to consider the spatial correlation. We used Moran Index to evaluate the spatial correlations among daily traffic volume in same week and same date traffic volume by week considering the circularity of daily traffic volume. For real application, we used daily traffic volume on November, 2004 provided by Korea Institute of Construction Technology(KICT) and transformed daily traffic volume to 4 times 7 virtual lattice space to reflect the spatial correlation. Finally we showed that the spatial linear interpolation method has good performance for missing data imputation based on MAPE, RMSE, and Theil's U criteria. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001075016 | oai_dc | ๊ณ ์๋๋ก VMS ๊ตํต์ ๋ณด์ ๊ฐ์น์ฐ์ ์ ๊ดํ ์ฐ๊ตฌ | Quantification of the Value of Freeway VMS Traffic Information | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ ํํธ(ํ๊ตญ๋๋ก๊ณต์ฌ); ์ด๊ธฐ์(ํ๊ตญ๋๋ก๊ณต์ฌ); ์ด์์(์์ฃผ๋ํ๊ต); ์ค์ํ(์์ฃผ๋ํ๊ต)"
] | ์ค๋ฌธ์1์ฐจ SP์กฐ์ฌ์ผ์ : 2006๋
8์ 24์ผ, 25์ผ์ฅ์ : ๊ฒฝ๋ถ๊ณ ์๋๋ก ๊ธฐํฅํด๊ฒ์,์๋๊ณ ์๋๋ก ์ฉ์ธํด๊ฒ์(ํ)๋ชจํ1 : 200์ธ๋ชจํ2 : 200์ธ2์ฐจ SP์กฐ์ฌ์ผ์ : 2006๋
10์ 26์ผ, 27์ผ์ฅ์ : ๊ฒฝ๋ถ๊ณ ์๋๋ก ๊ธฐํฅํด๊ฒ์, ์๋๊ณ ์๋๋ก ์ฉ์ธํด๊ฒ์(ํ)๋ชจํ1 : 200์ธ๋ชจํ2 : 200์ธ | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001168367 | oai_dc | ๋ฐ๋ณตํ์ค ํฌ๋ฆฌํ์ํ์ ์ํ ์์คํํธํผํฉ๋ฌผ์ ์์ฑ๋ณํํน์ฑ ํ๊ฐ | Rutting Potential Evaluation of Asphalt Mixtures by Repeated-Load Creep Test | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"L. Y. Zhu(CPGPte Ltd); T. F. Fwa, Professor(National University of Singapore)"
] | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | ||||
ART001168428 | oai_dc | ํฉ์ด ์ฒจ๊ฐ๋ ๊ฐ์ง ์์คํํธ ํผํฉ๋ฌผ์ ์ค๋ด ๋ฌผ์ฑ ํ๊ฐ | Laboratory Evaluation of the Properties of Sulfur Modified Asphalt Mixtures | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น๋ถ์ผ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ๊น๋จํธ(ํ๊ตญ๊ธฐ์ ๊ต์ก๋ํ๊ต); ์ด์๊ทผ(๊ฒฝํฌ๋ํ๊ต); ์์ฑ๋ฆฐ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | This study evaluated the laboratory properties of asphalt binder and mixture modified with SPC(Sulfur Polymer Cement), which consists of sulfur as a main ingredient that is an industrial by-product made from refining process of crude oil and carbon-black as an additive. Four levels of SPC modifier ratios(0, 10, 30, 50%) were evaluated in the laboratory. Superpave(Superior Performing Asphalt Pavements) system was used to determine the PG(Performance Grade) and evaluate the property of SPC modified binder at the different temperatures. IDT(Indirect Tensile Test) was performed to evaluate the resistance of fatigue and low-temperature cracking at 10โ and -10โ. Wheel-tracking test was also performed to evaluate the rutting-resistance of SPC modified asphalt mixtures. Test results showed that the more SPC modifier ratios, the better rutting-resistance and the more potential of low-temperature cracking resistance. However, SPC modifier did not show the effect on the fatigue cracking resistance. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001024230 | oai_dc | Water Content Reflectometer๋ก ์ธก์ ํ ํ์ฅ ๋
ธ์ํ ์ ํจ์๋์ ๋ํ ๋ค์ง๋ ์ํฅ ํ๊ฐ | Effect of Density on Water Content Reflectometer Measured Field Water Content in Pavement Subgrades | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฐ์ฑ์(๊ฑด๊ตญ๋ํ๊ต); ์ด์นํ(๋จ๊ตญ๋ํ๊ต); ํฉ๊ท์(๋จ๊ตญ๋ํ๊ต)"
] | The purpose of field monitoring system in KHC-Test Road is to provide the performance data for environmental loadings from pavement surface. Among them, water content reflectometer(WCR) are used for measuring the volumetric water content of pavement subgrades. However, WCRs are not well-calibrated based on the local field conditions. A need therefore exists for improving equations for predicting water content using the proper field and laboratory calibrations. Based on the study performed, calibrations based on various soil characteristics and density conditions are well fitted to the data from fields. So, it is recommended to use the suggested general calibration of WCR to the compacted subgrade soils in test road for predicting the volumetric water content. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001024090 | oai_dc | GIS ๊ธฐ๋ฐ์ ๋ฆฌ์คํฌ ์์ธ์ ๊ณ ๋ คํ ๋
ธ์ ๊ณํ | Route Planning Considering Risk Factors Based on GIS | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ฅํธ์(๊ฒฝ๋จ๋๋ฆฝ๋จํด๋ํ); ๋
ธํํธ(๋ถ๊ฒฝ๋ํ๊ต)"
] | Researches on method for quantitative analysis applied with decision-making in consideration of variation in risk factors based on GIS(Geographic Information System) concluded as follows. Firstly, by way of decision-making in consideration of variation in risk factors, quantitative analysis performed for the existing route was applied to the new route, which would bring about reliable criteria in route planning and basic design stage. Secondly,horizontal and vertical alignment were easily available out of GIS for relatively speedy design and analysis with three dimensional alignment by decision-making in route planning. Thirdly, automation of route alignment is possible by utilizing quantitative evaluation system established in this research so that a risk analysis can be carried out in a relatively short time. Therefore it will eventually contribute to further development of road design technology. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001168426 | oai_dc | ์ค์๋ถ์ ๋ชจ์๋ฆฌ๋ถ ๋ค์ถ ์ฐจ๋ ํ์ค์ ์ํ์ฝํฌ๋ฆฌํธ ๋๋กํฌ์ฅ์ ์๋ ฅ ์๊ด๊ด๊ณ | elationship between Concrete Pavement Stresses under Multi-Axle Interior and Edge Loads | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์ฑ๋ฏผ(๊ฒฝํฌ๋ํ๊ต); ์กฐ๋ณํ(๊ฒฝํฌ๋ํ๊ต); ๋ฅ์ฑ์ฐ(์ค์๋ํ๊ต)"
] | The differences in the stress distribution and the critical stresses in concrete pavement systems were analyzed when the dual-wheel single-, tandem-, and tridem-axle loads were applied at the interior and the edge of the pavement. The effects of the concrete elastic modulus, slab thickness, foundation stiffness, and tire contact pressure were investigated. The stresses under the interior loads were calculated using the transformed field domain analysis and stresses under the edge loads were obtained using the finite element method. The critical stresses under the interior and the edge loads were compared with respect to various parameters and the equations to predict the ratio between the stresses under the edge and the interior loads were developed and verified. From this study, it was found that the trends of the changes in the critical concrete stresses under the interior and the edge loads were very similar and the critical stress locations under those loads were identical. The critical stress ratio, which was obtained by dividing the critical stress under the edge loads into that under the interior loads, decreased with increasing the number of axles. That ratio became larger as the concrete elastic modulus increased, the slab thickness increased, the foundation stiffness decreased, and the tire contact pressure increased. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001024228 | oai_dc | ์ฝํ
์ฌ๋ฃ๋ฅผ ์ด์ฉํ ๋น์์๊ณจ์ฌ์ ์ฑ๋ฅํฅ์ | Improvement of Low-quality Local Aggregates Using Coating Materials | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฐ๋์ฑ(๊ตฐ์ฐ๋ํ๊ต); ๊น๋ฏผ๊ตฌ(Williams Earth Sciences, Inc.)"
] | A laboratory investigation was conducted wherein smooth, rounded, siliceous river gravel aggregates were coated with fine-grained polyethylene, carpet co-product, or cement + styrene butadiene rubber latex and used to prepare hot mix asphalt concrete specimens. Only the coarse (+ No. 4) aggregates were coated. The concept was that the coatings would enhance surface roughness of the aggregates and, thus, produce asphalt mixtures with superior engineering properties. Hot mix asphalt specimens were prepared and evaluated using several standard and non-standard test procedures. Based on experiences during the coating processes and analyses of these limited test results, the following was concluded: All three aggregate coating materials increased Hveem and Marshall stability, tensile strength, and resilient modulus (stiffness). These findings are indicative of improved resistance to rutting and cracking in hot mix asphalt pavements prepared using coated gravel aggregates in comparison to similar uncoated gravel aggregates. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001024088 | oai_dc | ๋๊บผ์ด ์ฝํฌ๋ฆฌํธํฌ์ฅ์ ์์์นํ์ ๊ธฐ์ธตํ๊ณต๋ฒ | Rubblization of Thick Concrete Pavement | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ด์น์ฐ(๊ฐ๋ฆ์์ฃผ๋ํ๊ต); ๊ณ ์๋ฒ(๋๋ฆผ์ฐ์
(์ฃผ)); ๊น์ง์(ํ ํํ์ด๋ธ ์์คํ
)"
] | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | ||||
ART001168427 | oai_dc | FWD๋ฅผ ์ด์ฉํ ์ค๋ ์ฝํฌ๋ฆฌํธํฌ์ฅ์ปฌ๋ง๊ฑฐ๋ ๋ณด์ ๋ฐฉ๋ฒ์ ํ๋น์ฑ ์ฐ๊ตฌ | Feasibility Study on Calibration Method of Curling Behaviorin Jointed Concrete Pavements Using Falling Weight Deflectometer | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ ํ์(ํ๊ตญ๋๋ก๊ณต์ฌ); ์ด์ฌํ(ํ๊ตญ๋๋ก๊ณต์ฌ)"
] | Deflections of jointed concrete pavements at test road are monitored during 48 hours. And methods of calibration with respect to curling deflections are suggested. Relations between deflection ratio of center to joint at test time and deflection ratio of center at test time to center at reference time are described by regression. From deflections at test time, deflections transformed to reference time which gives minimum deflections in a day are estimated through regression curves and concluded to propose as a alternative method of curling calibration with more data accumulation. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001024229 | oai_dc | ๊ณ ๊ฐ์ฑ ๊ธฐ์ธต์ฌ๋ฅผ ์ ์ฉํ ์ฅ์๋ช
์์คํํธํฌ์ฅ ๊ณต๋ฒ ๊ฐ๋ฐ | Development of Long-Life Asphalt Pavements Method Using High Modulus Asphalt Mixes | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ดํ์ข
(์ธ์ข
๋ํ๊ต); ์ด์ ํ(์ธ์ข
๋ํ๊ต)"
] | This study suggests long-life asphalt pavement method which can save maintenance cost by increasing the design and performance period of pavements. The high modulus asphalt binder developed and then various physical tests are performed. Laboratory performance tests and accelerated pavement test are conducted for the high modulus and conventional mixtures. The test results show that dynamic modulus values of high modulus mixtures are higher than those of the conventional mixtures, The high modulus mixtures yield better fatigue, rutting and moisture damage performance than conventional mixtures. Structural analysis is performed and a database is built up for long life asphalt pavement design. Pavement response model is developed through a multiple regression analysis program, SPSS using the database. A design software for the long life pavements is developed based on the pavement response model and laboratory and field performance tests results. In addition, optimum pavement sections and materials are suggested. The suggested AC thickness of long life asphalt pavement is 29cm. A Life cycle cost analysis(LCCA) is conducted to check the economical efficiency of the long life pavement section. The LCCA result shows that initial construction costs of long life and conventional pavements are almost equal, but long life pavement is more profitable in terms of the LCCA. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001168368 | oai_dc | ๊ธฐ์กด ์ฝํฌ๋ฆฌํธ ํฌ์ฅ์ ์ฑ๋ฅ ํฅ์์ ์ํ ๋ค์ด์๋ชฌ๋ ๊ทธ๋ผ์ธ๋ฉ ๊ณต๋ฒ์ ์ด๊ธฐ ๊ณต์ฉ์ฑ ํ๊ฐ | The Performance Analysis of Diamond Grinding for Existing Concrete Pavements | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์กฐ์คํธ(์ค์๋ํ๊ต); ์ ์ข
๋(๋๋ถ์์ง๋์ด๋ง); ๋ฅ์ฑ์ฐ(์ค์๋ํ๊ต); ํ์นํ(ํ๊ตญ๋๋ก๊ณต์ฌ)"
] | The maintenance / repair of concrete pavements has become an issue as a result of increasing of concrete pavements' service year. Asphalt overlay is applied to the concrete pavements after partial repairs on all occasions. This thesis discusses the application standard, evenness, skid resistance, noise, economical efficiency, extension of life span, etc. of diamond grinding, a method of maintenance about concrete pavements. Based on this, it was applied to the field and measured the performance. It was measured the longitudinal evenness of before and after the construction through measurement equipment. and surveyed the skid resistance the each lane classified using the SN standard value. In case of noise, it is selected the kind of vehicle, velocity, then measured the noise between control and constructed site. In addition, it is evaluated the average texture depth. As a result of the analysis, longitudinal evenness is improved about 6~40% , skid resistance is improved 66% at first section, 37% at second section. Noise is reduced 3.4dB average, and average texture depth is 79% deeper than control section. Therefore, it can be concluded that diamond grinding is suitable as maintenance / repair method of concrete pavements. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001024089 | oai_dc | ์ํ๋๋ก ํ ์๊ณ ๊ณ์ธก๊ฒฐ๊ณผ ๋ถ์ | An Analysis of Soil Pressure Gauge Result from KHC Test Road | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ด๊ฒฝํ(ํ๊ตญ๋๋ก๊ณต์ฌ ๋๋ก๊ตํต๊ธฐ์ ์); ์ด๊ดํธ(ํ๊ตญ๋๋ก๊ณต์ฌ ๋๋ก๊ตํต๊ธฐ์ ์); ์ธ๋ณ์ต(ํ ํํ์ด๋ธ ์์คํ
); ๊น์ง์(ํ ํํ์ด๋ธ ์์คํ
)"
] | The vertical soil pressure developed in the granular layer of asphalt pavement system is influenced by various factors, including the wheel load magnitude, the loading speed, and asphalt pavement temperature. This research observed the distribution of vertical soil pressure in pavement supporting layer by investigating measured data from soil pressure gage in the KHC Test Road. The existing specification of subbase and subgrade compaction was also evaluated with measured vertical pressure. The finite element analysis was conducted to verify the accuracy of results with measured data because it can maximize research capacity without significant field test. The test data was collected from A5, A7, A14, and A15 test sections at August, September, and November 2004 and August 2005. Those test sections and test data were selected because they had best quality. The size of influence area was evaluated and the vertical pressure variation was investigated with respect to load level, load speed, and pavement temperature. The lower speed, higher load level, and higher pavement temperature increased the vertical pressure and reduced the area of influence. The finite element result showed the similar trend of vertical pressure variation in comparison with measured data. The specification of compaction quality for subbase and subgrade is higher than the level of vertical pressure measured with truck load so that it should be further investigated. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001168425 | oai_dc | ๋๋ก ์์ํน์ฑ ํ๊ฐ๋ฅผ ์ํ HEART CPX Trailer ๊ฐ๋ฐ ๋ฐ ํ์ฅ ์ ์ฉ์ฑ ๊ฒ์ฆ ์ฐ๊ตฌ | A Study on the Evaluation of Road Noise Characteristics Using the Tire/pavement Noise Measuring Trailer | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์กฐ์คํธ(์ค์๋ํ๊ต); ๊น์ธํ(์ค์๋ํ๊ต); ์ค์นํ(์ค์๋ํ๊ต); ํ์นํ(ํ๊ตญ๋๋ก๊ณต์ฌ)"
] | This study develops the tire/pavement noise measuring trailer that can minimize the effect of various environmental noise and evaluate road noise characteristics without regard to time and spots. As literature reviews, it is examined into road noise characteristics and case studies of various CPX Trailer, and made a development plan of device. Based on these, HEART CPX Trailer is developed and conduct experiments for verification of the semi-anechoic chamber suitability, precision and field application of device. In the result of the experiment for verification of semi-anechoic chamber suitability, we can make sure that it is suitable and reliable among frequency bands. In the test of repetition measurement, we can verify excellent measurement accuracy among speeds and microphone's locations. In case of field tests using HEART CPX Trailer, it is founded that the result is similar to CPB test result carried out by Chung-Ang university in 2003. It can be concluded caused that the effect of environmental noise in and around the road including mechanical noise of a tow car was excluded. This paper confirmed and suggested that HEART CPX Trailer is suitable for evaluation of real road noise characteristics. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001024091 | oai_dc | ์ฐจ์ข
๋ณ ์ถํ์ค ๋ถํฌ ์ ๋ํ๋ฅผ ์ํ ๋์ ์ถํ์ค ์คํํธ๋ผ ์ถ์ ์ฐ๊ตฌ | Estimation of Cumulative Axle-Load Spectrum for Axle-Load Distribution Standard by Vehicle Type | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์ฐ๋ณต(์ถฉ๋ถ๋ํ๊ต); ์์งํ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ์๋ณ์(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | The primary objective of this study is to characterize traffic axle loadings that consider Korea specific traffic conditions for developing mechanistic-based pavement design method as a part of Korea Pavement Research Program (KPRP). Although the concept of equivalent single axle load(ESAL) has been generally used since the 1960s for the pavement design, the mechanistic-based pavement design procedure requires more accurate axle loading data on the specific pavement. In this study, axle loading data were collected according to vehicle type and highway functional classification. Axle-load spectrum was then standardized by cumulative density function (cdf), because the axle load spectrum could vary from the observed site, truck traffic volume, and truck type. Finally, this study presented the procedure and S-shaped exponential models for characterizing axle load spectra according to vehicle type and highway functional classification. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001024092 | oai_dc | ํผ์ง๊ทผ์ฌ์ถ๋ก ์ ์ด์ฉํ ์ ๋ฃ๋๋ก์ ์ ์ ์๊ธ ์ฐ์ - ๊ฑฐ๊ฐ๋๊ต๋ฅผ ์ค์ฌ์ผ๋ก - | Optimal Toll Estimate of a Toll Road Using Fuzzy Approximate Reasoning- Forced on the Geoga Bridge - | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น๊ฒฝํ(๊ฒฝ์๋ํ๊ต); ๊น์(๊ฒฝ์๋ํ๊ต); ํ๋ง๋ณต(๊ฒฝ์๋ํ๊ต)"
] | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | ||||
ART001277861 | oai_dc | ๋์ ๊ธฐ์ ์ต๋น์ ๋ค์ ์ต๋น ์ฑ๋ฅ ๋ฐ ์ํฅ ํ๊ฐ | Evaluation of deicing performance and effects of deicers of the winter season | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋์์(๊ฐ์๋ํ๊ต); ์ด๋ณ๋(ํ๊ตญ๋๋ก๊ณต์ฌ); ์ต๊ด์(๋จ์์ฃผ์์ด์จ์ด); ๊น๊ด์ฐ(๊ฐ์๋ํ๊ต)"
] | This study was estimated on performance of deicers, corrosion inhibitors and low corrodible deicer used for removal of snow or ice on the road and on influence on structure. The weight loss rate after freezing and thawing of low corrodible deicer is lower than one of deicer, corrosion inhibitors and these combination. Relative dynamic elastic modulus of all except water, low corrodible deicer and NaCl+JF-1004 was radically reduced after freezing and thawing 150 cycles. And concretes after freezing and thawing were showed severe surface damage. It was found that individual use of low corrodible deicer and corrosion inhibitors
had a problem of field application because of lack of early ice melting effect and considerably low durability. Products combined with NaCl was showed rapid weight loss by metal corrosion. Therefore, It will need to circumspectly select combination of deicers having low effect on concrete pavement and bridge if possible. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277856 | oai_dc | ์ฐจ๋ ์ฃผํํน์ฑ์ ๊ณ ๋ คํ ๊ฐ์ ์ํ๊ณก์ ์ค๊ณ๋ฐฉ๋ฒ ๊ฐ๋ฐ | A Development of Design Method for Deceleration Transition Curve Based on Vehicle Driving Characteristics | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ด์ ํธ(์ ๋ถ๋์๊ฒฝ์์ฐ๊ตฌ์)"
] | I study for design criteria and research about Interchange diverging area of express highway and freeway. the most recent,
at interchange diversion of express highway and freeway, design criteria and researches are focus on safety guarantee a point
of view movement dynamics of vehicle and road geometric as to transition section, deceleration section, curve radius, nose section,
outflow angle etc. that is, design criteria and research of Interchange diverging area have not consider a point of view movement
dynamics of vehicle and road geometric and driver. so that I will be focus characteristic of runing speed on trasion curve. and
I will consider vehicle running speed characteristics and study problem of Interchange diverging area design criteria. For this
study, First, analysis meaning about theory of now design criteria, Second, look at vehicle running speed and traffic accident
characteristics of Interchange diverging area , Third, propose new deceleration transition curve design method get along vehicle
running speed characteristics of Interchange diverging area. new deceleration transition curve design method put out new outcoums.
that is, I definite cause to safety new deceleration transition curve design method better than pressently, used design criteria
of Interchange diverging area. especially, deceleration transition curve design criteria produced good result in the running speed
50km/h,40km/h, that is inertia better than inertia of present used design criteria. and deceleration transition curve is extended
better than present transition curve criteria. so that new deceleration transition curve design method safety is good better than
the past method safety. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277857 | oai_dc | ์ ๋ฐฉ๊ฒธ์ฉ๋๋ก ๊ฑด์ค์ ๋ฐ๋ฅธ ์ ๋ฐฉ ์์ ์ฑ ํด์์ ๊ดํ ์ฐ๊ตฌ | A Study on the Stability of Embankment Due to the Construction of Embankment Combined Use Road | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์ฑ๋จ(๋๊ตฌ๋ํ๊ต); ์ด์์ฐ(๋๊ตฌ๋ํ๊ต)"
] | This study analyzes the change of stability of embankment due to the construction of embankment combined used road with
two different construction phases. The stabilities have been checked both in the phase of earth banking for a road construction
and in the phase of the application of the traffic roads (DB-24). In both cases the factor of safety has been found higher than
1.3 which is the general criterion of the safety of an embankment. The results indicate that the safety of an embankment due
to the construction of embankment combined use road is assured, and thus, it is thought that the construction of embankment
combined use road can be considered for cutting down on expenses of construction sites for a road construction. However,
the pre-examination of stability due to the construction should be carried out because it decreases the factor of safety of an
embankment. From this study, it has been found that the factor of safety was dropped most when the water level rose in the
transient flow. The result indicates that the stability analysis of a river embankment where the water level changes frequently
should be carried out in the condition of transient flow. It is recommended that the inner side of an embankment should have
a slope of 1:2 which is identical with the slope of the existing embankment. In addition, the factor of safety also can be decreased
due to the traffic loads, and therefore, the effect should also be considered after the construction of embankment combined
used road limiting the traffic loads. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001279805 | oai_dc | ๋ผ์ธ์ค์บ ์นด๋ฉ๋ผ๋ฅผ ์ด์ฉํ ๋๋ก ์์ ์์ค ์ค์น๊ฐ๊ฒฉ ๋ฐ ๋์ด์ธก์ ์์คํ
๊ฐ๋ฐ ๋ฐ ํ์ฅ์ ์ฉ | System Development and Field Application for Measuring installation Interval and Height of Road safety Facilities Using a Line Scanning Camera. | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฌธํ์ฒ (๋ก๋ํ
); ์์์ฐฌ(ํ์๋ํ๊ต)"
] | One of the basic requirements for the most advanced countries would be the well-planned traffic infrastructures. For such
traffic safety systems, foreign countries follow the current tendency to which they manage the traffic facilities and equipments
based on the objective assessment for the state of every traffic safety facility in terms of Asset Management(AM). As the road
safety facilities related among them are very diverse, and their functions are very important as well, the regulations and directions
for installing them are enacted. However, despite the standards and directions for the installations, sometimes, the facilities
are not installed in accordance with the standards, not only causing inconvenience to the users but also negatively affecting
the safety for them. In the study, for the facilities in which the installation interval and height are standardized according to
the designed speed and geometrical structure of the road among the various road safety facilities, the image analysis model
capable of measuring them with a line scanning camera was developed. In addition, the program systematically analyzing
this was also developed and applied to the field and, as the result of that, the size and installation interval of the facilities
could be measured fast and accurately. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001279858 | oai_dc | ํํ์ด์ด ๊ณ ๋ฌด๋ถ๋ง ๊ฐ์ง ์์คํํธ์ ๋ฌผ๋ฆฌ์ ํน์ฑ์ ๋ํ ๊ณต์ ์กฐ๊ฑด์ ์ํฅ | Influence of Processing Conditions on the Physical Properties of Crumb Rubber Modified Asphalts | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ค๊ด์ค(์ ๋ถ๋ํ๊ต); ๊น์ข
์(์ ๋ถ๋ํ๊ต)"
] | In this study, the influence of reaction temperatures, mixing time and flexible modifier for crumb rubber modified asphalt
(CRMA) as processing conditions were investigated. The temperature susceptibility and adhesion properties of neat and modified
asphalts at low temperature measured using the penetration and tensile adhesion test. It was found that processing temperatures
and flexible modifier were important factors for tensile adhesion strength and toughness energy at low temperature. The CRMA
in the higher processing temperature and flexible modifier exhibited improved tensile adhesion properties which indicated the
flexible structure of neat and modified asphalt binder. In general, the improvements of the physical properties in the CRMAs
were due to the improvements of miscibility between CR and asphalt binder. It was found that the adhesion properties of the
flexible agent modified CRMA were higher than CRMA were related to the flexible agent tend to penetrate into CR particles
and asphalt binder. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277858 | oai_dc | ์ํต๊ด๋ฆฌ ์งํ ๊ฐ๋ฐ์ ์ํ ๊ธฐ์กด ํผ์ก์งํ์ ๊ตญ๋ด ์ ์ฉ์ฑํ๊ฐ ์ฐ๊ตฌ | The Evaluation of Existing Congestion Indices' Applicability for Development of Traffic Condition Index | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ด์น์ค(ํ๊ตญ๋๋ก๊ณต์ฌ); ๊นํ์(ํ๊ตญ๋๋ก๊ณต์ฌ); ๊ณ ํ๊ฒ(์์ฃผ๋ํ๊ต); ๋ณต๊ธฐ์ฐฌ(ํ์ต๊ธฐ์ ๋จ)"
] | On the many highways, severe traffic congestions happen chronically and make traffic problems like reduction of mobility
because of rapid increase of vehicles though road construction has been last. In order to solve these traffic problems, it is needed
to find the trend and the symptom of traffic congestion and to analyze the cause of congestion and the (spatial) range affected
by congestion. To develop the traffic condition monitoring index prior to doing all those things is most important. With this
reason, many countries including U.S. had been developed the congestion criteria and indices. In this paper, applicability and
characteristics of existing traffic congestion indices were considered and the direction for development of a new traffic condition
index was suggested to achieve an effective traffic management. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277848 | oai_dc | 2์ฐจ๋ก๋๋ก ํ๋ฉด์ ํ ๊ตฌ๊ฐ์ ๊ธฐํ๊ตฌ์กฐ ๊ฐ์ ๋์ฑ
๋ณ ํจ๊ณผํ๊ฐ | An Analysis of Effectiveness of Geometric Improvement on Horizontal Curves in Two-Lane Highway | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ฌ๊ด๋ณด(๋๋ก๊ตํต์์ ๊ด๋ฆฌ๊ณต๋จ); ์ต์ฌ์ฑ(์์ธ์๋ฆฝ๋ํ๊ต)"
] | A two-lane highway has a high rate of head-on collisions, sideswipe collisions, crashes with an fixed object. This study was
to analyze the weakness of a cross section and a horizontal curve in a two-lane highway and find countermeasures to improve
the traffic operations and safety. This study evaluated the effectiveness of widening, curve flattening and superelevation, verified
it with a case study and assessed the economical efficiency. This study selected the difference between tangent section operating
speeds and curve section operating speeds as an evaluation index of horizontal curve section in a two-lane highway. The results
indicated that curve flattening is the best way to improve the traffic safety in a two-lane highway. This study has implication
that it provides the quantitative effects of curve flattening. Also directions for future study were discussed. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277851 | oai_dc | ์ง๋ฐฉ๋ถ ๋น์ ํธ ๊ต์ฐจ๋ก ๊ตํต์ฌ๊ณ ์ฌ๊ฐ๋ ์์ธก๋ชจํ ๊ฐ๋ฐ -์๋๊ถ ์ฃผ๋ณ ๋ฐ ์ ๋ผ๋ถ๋ ์ง์ญ์ 3์ง ๋น์ ํธ ๊ต์ฐจ๋ก๋ฅผ ์ค์ฌ์ผ๋ก- | Development of Severity Model for Rural Unsignalized Intersection Crashes | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ด๋๋ฏผ(ํ๊ตญ๊ตํต์ฐ๊ตฌ์); ๊น์์ฒ (์ธ์ฒ๋ํ๊ต); ์ฑ๋๋ฌธ(ํ๊ตญ๊ตํต์ฐ๊ตฌ์); ๊น๋ํ( )"
] | Generally, accident exposure at intersections is relatively higher than that at roadway segments due to more possibility of
merging, diverging, turning, crossing, and weaving maneuver. Furthermore, the traffic accident rate at intersections has been
rapidly increasing since 1990โs. Since there is more opportunity of conflict at unsignalized intersection, frequency and severity
of traffic accident are more severe than signalized intersections. The purpose of the study is to analyze factors causing vehicle
crashes and provide intersection design guidelines to improve intersection safety. For this study, vehicle to vehicle crash data
of 116 rural 3 legs unsignalized were collected and field surveys were conducted for traffic and geometric conditions. Ordered
probit models were developed to analyze the severity of crashes. It was found that weather, obstacles in minor roadsides, presence
of major exclusive right lane, presence of major road crosswalk, difference between posted speed of major road and minor road,
land-use around intersections, shoulder width of major road, ADT of major road are significant factors for intersection safety. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277853 | oai_dc | ๊ณ์ธต๋ถ์๋ฒ(AHP)์ ์ด์ฉํ ๋ณดํ์ ์๋น์ค ์ง ์ํฅ์ธ์ ๋ถ์ | An Analysis of Influencing Factors to Pedestrian Quality of Service by Utilizing Analytic Hierarchy Process | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊นํํธ(ํ์๋ํ๊ต); ์ง์ฅ์(์ถฉ์ฃผ๋ํ๊ต); ๋ฐฐ๊ธฐ๋ชฉ(๋์ง๋ํ๊ต)"
] | This article proposes new method for estimating pedestrian quality of service(QOS) that is useful to changing pedestrian environment
by examining pedestrian quality of service as well as developing new method that integrate qualitative variables into the estimating
indicators for the pedestrian movement right. Based on survey questionnaire addressed to experts group, the obtained data for
the indicators were analyzed through Analytic Hierarchy Process(AHP). The results show that pedestrian traffic flow (quantitative
figure: 52%), sidewalk geometric (quantitative figure : 16%), sidewalk usage behavior (qualitative figure : 11%) in commercial
and business zone pointed out the importance of quantitative indicators such as pedestrian traffic flow, and sidewalk geometric.
In addition, the results also show that pedestrian traffic flow (quantitative figure : 30%), sidewalk geometric (quantitative figure
: 22%), sidewalk usage behavior (qualitative figure : 20%) indicate the significance of qualitative indicators such as pedestrian's
sidewalk usage. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277852 | oai_dc | ์์ ์ฒ๋ฆฌ๋ ๋๋กํ๋ถ ์ง๋ฐ์ฌ๋ฃ์ ๊ฐ๋ ๋ฐ ๋ณํํน์ฑ (โ
) : ์ค๋ด์คํ | Strength and Deformation Characteristics on Stabilized Pavement Geomaterials (โ
): Laboratory Test | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฐ์ฑ์(๋จ๊ตญ๋ํ๊ต); ์ง์ข
๊ทผ(๋จ๊ตญ๋ํ๊ต); ๋ฐํฌ๋ฌธ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ์๋ณ์(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | The stabilization techniques in the pavement foundations have advantages in increasing pavement performance and reducing
pavement thickness. By mixing the geomaterials and stabilizer, the economical and structurally sound layer can be added in
the pavement system. Until now, these techniques have been applied in the field empirically and the design criteria for stabilization
has not been established. The purposes of this paper are to evaluate the mechanistic properties of stabilizers used for geomaterials
and determine the type and optimum amount of stabilizer for each technique. The unconfined compressive testing and repeated
load resilient modulus test were conducted on the coarse grained soils mixed with various types of stabilizer to investigate the
strength and deformation characteristics of stabilized geomaterials. It is found from the test that the unconfined compressive
strength of stabilized geomaterials is more than ten times higher than that of gradation modified geomaterials. The resilient
modulus of stabilized geomaterials increases by 6~10 times compared to the original soils and tends to increase with increase
of volumetric and deviatoric stress, and amount of stabilizer. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277854 | oai_dc | ์ฐจ๋ ์๋๋ง ๊ณ์ธก์ ์ํ ์ฌ์ ์ผ์ ์ ์ ์ค์น๊ฐ๋ ๊ฒฐ์ | Determining the Appropriate Installation Angle of Skewed Sensor to Measure Vehicle Wandering | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ค์ฃผ์ผ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ์ฅ๊ฒฝ์ฐฌ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ๊น๋ฏผ์ฑ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ์ฅ์งํ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | This paper proposed the appropriate installation angle of skewed sensors for measuring vehicle wandering data, which are
collected to figure out the location of dynamic weight of a moving vehicle on roadways. We developed a device using tape-switch
sensors and a computer program and collected vehicle wandering data with the device and probe vehicles. As a result, the
steeper the skewed sensor was installed, the lower the error was shown. However, we could not collect proper data when a
skewed sensor was set up higher than 30ยฐdue to tandem axle. Therefore, this study suggested the appropriate angle of skewed
sensors as a degree of 20ยฐto 25ยฐfor gathering wandering data. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277862 | oai_dc | ๋๋ก๊ตํต์ด์ฉ์ ์ธก๋ฉด์ ๊ณ ๋ คํ ์๋ก์ด ๋ถ์๋ฐฉ๋ฒ ๊ฐ๋ฐ | A New Approach for Incorporating Transportation User Perception into Transportation Engineering | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ด๋๋ฏผ(ํ๊ตญ๊ตํต์ฐ๊ตฌ์)"
] | As users constitute one of the three components of a transportation system; and in many respects the most important component,
user perception is a critical element within the concept of transportation services as transportation exists to provide high quality
service to various user groups. However, this user perception has not been studied because it is difficult to be analyzed. The
purpose of this study is to introduce the importance and alternative method to consider transportation user perception for various
transportation engineering areas such as service quality and safety level of transportation system. For this purpose, various studies
related to transportation user perception were reviewed. In addition, experiment results were analyzed to investigate the characteristics
of transportation user perception | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277863 | oai_dc | ์ ๋จํ ์๋๋ฅผ ์ด์ฉํ ์ฝํฌ๋ฆฌํธ์ ์์ถ๊ฐ๋ ์ถ์ ์ฐ๊ตฌ | Estimating Concrete Compressive Strength Using Shear Wave Velocity | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์์งํ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ๋จ์ ํฌ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ๊ถ์์(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ์กฐ์ฑํธ(์ค์๋ํ๊ต)"
] | Compressive strength of concrete has been regarded as a very important parameter of the quality control both in new and
existing concrete pavement. It has been used a lot as the concrete strength evaluation both in the various-mixture-using laboratory
and construction field using the same mixture. An error usually occurs in the test experiments of the strength, even in the test
experiments with evenly mixed and compacted specimens of the compressive strength. It is caused by the 'manually operated'
compressing testing, or by the specimens preparation with eccentricity. When compressive strength of evenly mixed concrete
is investigated by the curing ages at the construction field, there have to be lots of specimens. And it needs much labor and
cost. To substitute the endlessly repeated test experiments of compressive strength, presumption of compressive strength, by
nondestructive tests, is needed. In this study, elastic waves were used among various nondestructive tests. Compressive strength
of concrete was presumed according to the curing ages, by using the shear wave velocity which is not affected by restricted
conditions. In the result, shear wave velocity is very closely related to the compressive strength at the evenly mixed concrete. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277864 | oai_dc | ์ฝํฌ๋ฆฌํธ ๋๋ก ํฌ์ฅ์ ํ์ง ๊ด๋ฆฌ ๋ฐ ๋ณด์ฆ์ ์ํ ์ง๋ถ๊ท์ ๊ฐ๋ฐ ๊ธฐ๋ฒ | Methodologies to Develop Payment Adjustment Regulations for Quality Control and Assurance of Concrete Pavements | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์ฑ๋ฏผ(๊ฒฝํฌ๋ํ๊ต); ์ด์๊ทผ(๊ฒฝํฌ๋ํ๊ต); ์๋ด๊ต(๊ฒฝํฌ๋ํ๊ต)"
] | This study was performed as part of the development of the payment adjustment regulations for ensuring high performance
of concrete pavements. The objectives of this study were to develop the reasonable quality measurement approaches for the
implementation of the payment adjustment regulations and to propose the methods to determine the quality dependent pay factors.
First, by using the statistics the slab thickness measurement data was analyzed and the methods to determine the allowable measurement
errors, the proper measurement spacing, and the selection of the measurement location were proposed. In addition, to suggest
the reasonable methods to determine the pay factors, by using the data of the slab thickness and concrete flexural strength,
the pay factors based on the PWL (Percent Within Limits) method used in the USA were compared with those obtained considering
the normal probability distribution and t distribution. Finally, the most appropriate method to determine the pay factors was
proposed. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277860 | oai_dc | ์์ธ์ ์ค์๋ฒ์ค์ ์ฉ์ฐจ๋ก ์ํ์ ๋ฐ๋ฅธ ๋๋ก๊ตํต ์์ ๋ณํ | Change in Road Traffic Demand after the Operation of Exclusive Median Bus Lane in Seoul | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ค๋ณ์กฐ(์๋ฆฝ์ธ์ฒ์ ๋ฌธ๋ํ)"
] | 1996๋
์ฒํธ๋๋ก ์ค์๋ฒ์ค์ ์ฉ์ฐจ๋ก๊ฐ ์ํ๋ ์ดํ 2008๋
๊น์ง 8๊ฐ ๊ตฌ๊ฐ์ด ์ด์๋๊ณ ์๋ค. ๊ทธ๋ฌ๋ ์ค์๋ฒ์ค์ ์ฉ์ฐจ
๋ก์ ์ํ์ ๋ฐ๋ฅธ ์งโค๊ฐ์ ์ ์ํฅ๊ถ ๋ด์ ๋๋ก๊ตํต๋ ๋ณํ๋ ๋ณด๊ณ ๋์ง ์๊ณ ์๋ค. ๋ฐ๋ผ์ ๋ณธ ์ฐ๊ตฌ์์๋ 2004๋
7์์
๋์ ๊ฐํต๋ 3๊ฐ ๊ตฌ๊ฐ์ ๋ํ ์ฌ์ โค์ฌํ ๋๋ก๊ตํต๋ ๋ณํ๋ฅผ ๋ถ์ํ์๋ค. ๋ถ์๊ฒฐ๊ณผ, ์ค์๋ฒ์ค์ ์ฉ์ฐจ๋ก ๊ตฌ๊ฐ์ ๊ตํต๋์
์ค์๋ฒ์ค์ ์ฉ์ฐจ๋ก ๊ฐํต ํ (2004๋
11์) 24.7%๋ก ๊ธ๊ฒฉํ ๊ฐ์ํ ํ, ๊ฐํต ํ 1๋
(2005๋
11์) 1.4%๋ก ์์ ํ ๋
๊ฒ์ผ๋ก ๋ถ์๋์๋ค. ์ธ์ ์ฐํ๋๋ก ๊ตํต๋์ ๊ฐํต ํ (2004๋
11์) 2.9% ๊ฐ์ํ ํ, ๊ฐํต ํ 1๋
(2005๋
11์)
0.3%๋ก ๋ฏธ๋นํ๊ฒ ์ฆ๊ฐํ์๋ค. ์ธก์ ์ค์ฐจ(ยฑ5%)๋ฅผ ๊ณ ๋ คํ๋ฉด ์ค์๋ฒ์ค์ ์ฉ์ฐจ๋ก ๊ตํต์์๋ ์์ ํ ๋จ๊ณ์ ๋ค์ด์ฐ์ผ๋ฉฐ,
์๋์ฐจ ์์๊ฐ ์ธ์ ์ง์ญ์ผ๋ก ์ฐํํ๊ธฐ ๋ณด๋ค๋ ํ ์๋จ์ผ๋ก ์ ํ๋ ๊ฒ์ผ๋ก ํ๋จ๋๋ค. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001279793 | oai_dc | ํ๋ถ์ธต ๋ชจ๋ธ๋ง์ ๋ฐ๋ฅธ ์ง๋ฐ ์ ์ฝํฌ๋ฆฌํธ ์ฌ๋๋ธ์ ํ๊ฒฝํ์ค ํ์ ์ปฌ๋ง ๊ฑฐ๋ ๋ถ์ | Effect of Underlying Layer Modeling on Curling Behavior of Concrete Slabs on Grade under Environmental Loads | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์ฑ๋ฏผ(๊ฒฝํฌ๋ํ๊ต); ์ฌ์ฌ์(๊ฒฝํฌ๋ํ๊ต); ์ค๋์ฃผ(๊ฒฝํฌ๋ํ๊ต)"
] | This paper presents the differences in the analysis results according to the underlying layer modeling methods when analyzing
the curling behaviors of the concrete slabs on grade under environmental loads. The models of the slab on grade system considered
in this study included a three-dimensional (3D) model, a model composed of 3D slab and springs for underlying layers, and
a model composed of 2D slab and springs for underlying layers. First, when the underlying layer consisted of one layer, the
curling behaviors according to the different models were compared. Then, the underlying layers that consisted of two different
materials and thicknesses were considered. The results of this study showed that the tensionless spring model for the underlying
layer gave very accurate results when the underlying layer consisted of one layer. However, when the underlying layers consisted
of two layers, the spring model for the underlying layers could overestimate the displacements and underestimate the maximum
stress with a large elastic modulus of upper underlying layer, a small elastic modulus of under underlying layer, and thick underlying
layers. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277855 | oai_dc | ์ผ๋ฐ๊ตญ๋์์ ์ฐจ๋ ๋ฐํด๊ถค์ ์ ํก๋ฐฉํฅ ์ด๋ ํน์ฑ ๋ถ์ | Characteristic of Vehicle Lateral Displacements on National Highways | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ค์ฃผ์ผ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ์กฐ์คํธ(์ค์๋ํ๊ต); ๊นํ์(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | Wandering, variation of wheel tracks, has not been considered as an important factor for pavement designs and maintenance
due to measuring difficulties. In order to investigate vehicle lateral displacements on roadways, this study measured wheel tracks
on two-lane and four-lane National highways with lane widths 3.25m and 3.5m. The results showed that the tracks of left and
right wheels were distributed into different forms, and those of left wheels were more concentrated. In the mean of the left
distributions, 59.5cm and 80.7cm were obtained on lane widths 3.25m and 3.5m respectively by cars, and 58.4cm and 73.6cm
were obtained by trucks. These mean differences seem to be generated from those between the lane widths. It is recommended
to apply the distribution of left wheel tracks for pavement designs. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277845 | oai_dc | ๋๋ณํ์จ ์ํ์ ์ํ ๊ณต์ง์ฃผ ๋นํ์ ๋จ ์ํ๊ธฐ์ ์์ | Modifications of RC/TS (Resonant Column and Torsional Shear) Device for the Large Strain | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฐฐ์ค์ ((์ฃผ)๋ค์ฐ์ปจ์คํดํธ)"
] | Conventional RC/TS (resonant column and torsional shear) device usesa specimen with an aspect ratio (height-to-diameter)
of 2:1 and this generates a maximum shear strain in the sample of about 1.5 % at the maximum rotation of the drives system.
The objective of this study is to modify RC/TS device to generate higher strain amplitude. The modifications include a new base
pedestal to overcome the limitations in the travel of the drive system and modification of coil wiring to increase torque. The
effects of the new coil wire on torque in the electro magnetic drive system were evaluated and the application of modified
device was illustrated using sand soil. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277847 | oai_dc | ์ค์๊ฐ ์์์ฒ๋ฆฌ๋ฅผ ์ด์ฉํ ๊ฐ๋ณ์ฐจ๋ ์ถ์ ์์คํ
๊ฐ๋ฐ | Development of a Real Time Video Image Processing System for Vehicle Tracking | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ค์ฃผํ(์ถฉ์ฃผ๋ํ๊ต); ๋ฏผ์ค์(์์ง์์๋ํ๊ต)"
] | Video image processing systems (VIPS) offer numerous benefits to transportation models and applications, due to their ability
to monitor traffic in real time. VIPS based on wide-area detection, i.e., multi-lane surveillance algorithm provide traffic parameters
with single camera such as flow and velocity, as well as occupancy and density. However, most current commercial VIPS utilize
a tripwire detection algorithm that examines image intensity changes in the detection regions to indicate vehicle presence and
passage, i.e., they do not identify individual vehicles as unique targets. If VIPS are developed to track individual vehicles and
thus trace vehicle trajectories, many existing transportation models will benefit from more detailed information of individual vehicles.
Furthermore, additional information obtained from the vehicle trajectories will improve incident detection by identifying lane change
maneuvers and acceleration/deceleration patterns. The objective of this research was to relate traffic safety to VIPS tracking and
this paper has developed a computer vision system of monitoring individual vehicle trajectories based on image processing, and
offer the detailed information, for example, volumes, speed, and occupancy rate as well as traffic information via tripwire image
detectors. Also the developed system has been verified by comparing with commercial VIP detectors | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001279776 | oai_dc | ํฌ์ฅ์ํ ์์ธก๋ฐฉ๋ฒ ๊ฐ์ ์ ๊ดํ ์ฐ๊ตฌ | Development of Prediction Method for Highway Pavement Condition | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฐ์์ฑ(ํ๊ตญ๋๋ก๊ณต์ฌ); ์์์ฐฌ(ํ์๋ํ๊ต); ์ ์ฒ ๊ธฐ(๋ก๋์ฝ๋ฆฌ์)"
] | Prediction the performance of pavement provides proper information to an agency on decision-making process; especially evaluating the pavement performance and prioritizing the work plan. To date, there are a number of approaches to predict the future deterioration of pavements. However, there are some limitation to proper prediction of the pavement service life. In this paper, pavement performance model and pavement condition prediction model are developed in order to improve pavement condition prediction method. The prediction model of pavement condition through the regression analysis of real pavement condition is based on the probability distribution of pavement condition, which set to 5%, 15%, 25% and 50%, by condition of the pavement and traffic volume. The pavement prediction model presented from the behavior of individual pavement condition which are set to 5%, 15%, 25% and 50% of probability distribution. The performance of the prediction model is evaluated from analyzing the average, standard deviation of HPCI, and the percentage of HPCI which is lower than 3.0 of comparable section. In this paper, we will suggest the more rational method to determine the future pavement conditions, including the probabilistic duration and deterministic modeling methods regarding the impact of traffic volume, age, and the type of the pavement. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277865 | oai_dc | HPMS ๋ฐ์ดํฐ๋ฅผ ์ด์ฉํ ๊ณ ์๋๋ก ๊ต๋ ๋ฐ ๋ท์ฑ์๊ตฌ๊ฐ ํํ์ฑ ํน์ฑ ์ฐ๊ตฌ | The study of the roughness of the pavement on the bridge deck and approach slab using a 5year (2003 to 2007) pavement condition survey data | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฐ์์ฑ(ํ๊ตญ๋๋ก๊ณต์ฌ); ์์์ฐฌ(ํ์๋ํ๊ต)"
] | Using a 5 year (2003 to 2007) pavement condition survey data from the highway pavement management system (HPMS), the
roughness of the bridge deck pavement was analyzed. Based on the result of this analysis, this study tried to identify the factors
affecting the deterioration of the bridge deck pavement condition. The data from HPMS indicates that the roughness of the bridge
deck pavement is worse than that of the general pavement on the roadbed. The worse roughness of the bridge deck pavement
is caused by the settlement of approach slab as well as the surface distress on the bridge deck pavement. In order to improve
effectively the roughness of the bridge deck pavement, a management system was established in which not only the regular
automated pavement condition survey to check the distress of surface of the bridge deck pavement was adopted but an automated
surface profiler to check the degree of settlement of approach slab was applied. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277859 | oai_dc | ๋ด๋ด ๋คํธ์ํฌ ๋ฐ ์ ํ ํ๊ท์์ ์ด์ฉํ ์ค๋ ์ฝํฌ๋ฆฌํธ ํฌ์ฅ์ ํ๊ณ ์๋ ฅ ๊ณ์ฐ | Calculation Of Critical Stress On Jointed Concrete Pavement By Using Neural Networks & Linear Regression Models | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊ฐํ์ฑ(์ค์๋ํ๊ต); ๋ฅ์ฑ์ฐ(์ค์๋ํ๊ต); ๊น์ฑ๋ฏผ(๊ฒฝํฌ๋ํ๊ต); ์กฐ์คํธ(์ค์๋ํ๊ต)"
] | ๊ธฐ์กด ์ฝํฌ๋ฆฌํธ ํฌ์ฅ์ ๋จ๋ฉด ์ค๊ณ ์ ๋ฐ์ํ๋ ๋ฌธ์ ์ ์ ํด๊ฒฐํ๊ธฐ ์ํด ์ ํ ์์๋ฒ(FEM)์ ์ด์ฉํ์ฌ ๊ฒ์ด ํ๋์ ๋ฐฉ๋ฒ๋ก ์ผ๋ก ๋ถ๊ฐ๋์์ผ๋ฉฐ ํ์ฌ ํ๊ตญํ ํฌ์ฅ ์ค๊ณ๋ฒ ๊ฐ๋ฐ ์ฐ๊ตฌ์์๋ ์ ์ฉ ์ค์ ์๋ค. ๋ณธ ์ฐ๊ตฌ์์๋ ABAQUS์ ํฌํธ๋ ํด์ ํ๋ก๊ทธ๋จ์ ์ด์ฉํ์ฌ ์ฝํฌ๋ฆฌํธ ํฌ์ฅ์ ํ๊ณ ์๋ ฅ์ ๊ณ์ฐํ์๊ณ , ๊ทธ ๊ฒฐ๊ณผ๋ฅผ ๋ด๋ด ๋คํธ์ํฌ์ ์ ํ ํ๊ท์์ ์ด์ฉํ์ฌ ๋น๊ต ๋ถ์ํ์๋ค. ์
๋ ฅ ๋ณ์๊ฐ ๋ง์ง๋ง ๋ค์ํ ํด์์ ํ์ง ๋ชปํ๋ ๊ฒฝ์ฐ(์
๋ ฅ๋ณ์ 6๊ฐ์ ๋ํด 81 ๊ฒฝ์ฐ ์ ํด์)์ ๋ํด ๊ตฌ์กฐํด์ ๊ฒฐ๊ณผ๋ฅผ ๋ด๋ด ๋คํธ์ํฌ(์ดํ NN: Neural Networks)์ ์ ํ ํ๊ท์์ผ๋ก ๋น๊ตํ ๊ฒฐ๊ณผ, ๊ตฌ์กฐํด์ ๊ฒฐ๊ณผ์ ๋ค์ ์ฐจ์ด๊ฐ ์์์ ํ์ธํ์๋ค. ๋ฐ๋ฉด ์
๋ ฅ ๋ณ์๋ฅผ ์ค์ด๋ ๋ค์ํ ๊ฒฝ์ฐ์ ํด์ํ ๊ฒฝ์ฐ(์
๋ ฅ ๋ณ์ 3๊ฐ์ ๋ํด 343 ๊ฒฝ์ฐ์ ์)์ ๋ถ์ ๊ฒฐ๊ณผ, NN๊ณผ ์ ํ ํ๊ท์์ด ๊ตฌ์กฐํด์ ๊ฒฐ๊ณผ์ ๋งค์ฐ ์ ์ฌํ ๊ฒฐ๊ณผ๊ฐ ๋ํ๋๋ ๊ฒ์ ์ ์ ์์๋ค. ํ์ง๋ง ๊ทธ๋ํ์ (0,0), (1,1) ๋ถ๋ถ์์ NN์ด ์ ํ ํ๊ท์์ ๋นํด ๋ ์ ํํ ๊ฒ์ ํ์ธํ์๋ค. ์ด์ ๊ฐ์ ์ฐ๊ตฌ ๊ฒฐ๊ณผ๋ฅผ ํตํด์ ํ๊ตญํ ํฌ์ฅ ์ค๊ณ๋ฒ์ ํต์ฌ์ธ ์๋ ฅ ๊ณ์ฐ ๋ชจ๋์ ์ ํ ํ๊ท์๋ณด๋ค ์ข ๋ ์ ํํ NN์ผ๋ก ํด์ํ๋ ๊ฒ์ ์ ์ํ์๋ค. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001277846 | oai_dc | ํต๊ณ๋ถ์์ ํตํ ๊ณจ์ฌ์
๋์ ๋ํ์ฑ๊ณ์ ์๊ด๋ ํ๊ฐ | Evaluation of Correlation between Aggregate Gradation and Dynamic Modulus with Statistical Analysis | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ด๊ดํธ(๊ณต์ฃผ๋ํ๊ต); ์กฐ๊ฒฝ๋(๊ณต์ฃผ๋ํ๊ต); ์ด๋ณ์(๊ณต์ฃผ๋ํ๊ต)"
] | In recent, lots of researches for mechanical-empirical design concept for asphalt pavement are on going. AASHTO 2002 Design
Guide in USA and KPRP(Korean Pavement Research Program) in Korea are under developing. In these programs, the mechanical
properties of hot mix asphalt are a key role for design and analysis. Unfortunately, there is no proper database on the mechanical
properties of hot mix asphalt, such as dynamic modulus. The use of dynamic modulus has couple of good advantages which
is based on temperature, traffic loading and frequency on pavement. In this research, the verification of the relationship between
maximum nominal aggregate size and dynamic modulus has been carried out. Also, test specimen size effect on dynamic modulus
has been conducted. Considering the limitation of laboratory testing machine in Korea, test specimen with 100mm diameter and
150mm height is recommended for dynamic modulus test. Also, as the maximum nominal aggregate size increases, the dynamic
modulus of hot mix asphalt increases. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001279801 | oai_dc | ์๋จ์ ํฌ์ฅ๋๋ก์ ํฌ์ฅํ๊ฐ์ง์๊ฐ๋ฐ | Development of Pavement Condition Index for the Municipal Pavements | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฌธํ์ฒ (๋ก๋ํ
); ์์์ฐฌ(ํ์๋ํ๊ต)"
] | In Korea, Expressway and National Highway System has been continually managed by their own pavement management system.
The pavement condition evaluation system has not been developed for the municipal roads except for Seoul city. Therefore,
this study focuses on analyzing the characteristics of distress in major city's pavement and developing the pavement condition
index for the municipal PMS. Panel rating and pavement condition survey for the selected pavement sections were conducted
for developing pavement condition index. Municipal level pavement condition index(MPCI) was developed by statistical analysis.
Also, a sensitivity analysis for each independent variable of the MPCI and comparison with other pavement condition indicies,
such as SPI and HPCI, were performed. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001063525 | oai_dc | ์์คํํธ ์ฝํฌ๋ฆฌํธ ํ์ฑ๊ณ์ ๊ฒฐ์ ์ ์ํ ์ถฉ๊ฒฉ๊ณต์ง์ํ ์ํฅ์์ ํ๊ฐ | Evaluation of Effects on Impact Resonance Test for Determining Modulus of Asphalt Concrete | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊ถ๊ธฐ์ฒ (๋์๋ํ๊ต); ์ด์ฌํ(๋์๋ํ๊ต)"
] | The stiffness of the asphalt concrete is represented by the complex modulus, E*, which is very important properties in the mechanistic design of flexible pavement system. The moduli of asphalt concrete were generally determined by dynamic modulus test. However, the dynamic modulus testing method is too complex, expensive, and time consuming to be applicable on a production basis. The IR(Impact Resonance) method has been shown to be a truly simple nondestructive testing method which produces very repetitive, consistent results. The major object of this study was to estimate of the effects on IR tests for determining modulus of asphalt concrete including impact position, specimen support condition, impact steel ball size and sampling rate. The variations of IR test results with various testing conditions are within ยฑ2.7%. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001063522 | oai_dc | ๊ณ ๋ด๊ตฌ์ฑ ๊ต๋ฉดํฌ์ฅ ์์คํํธ ํผํฉ๋ฌผ์ ๊ณต์ฉ์ฑ ํ๊ฐ์ ๊ดํ ์ฐ๊ตฌ | Performance Evaluation of the High Durability Asphalt Mixturefor Bridge Deck Pavements | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฐํฌ๋ฌธ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ์ต์ง์(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ์ดํ์ข
(์ธ์ข
๋ํ๊ต); ํฉ์์ค(SK(์ฃผ))"
] | Recently, the pavement distresses in the bridge deck have seriously affected the durability of bridge deck and driver's safety. The existing asphalt materials have the limitations in reducing the pavement distresses of bridge deck. To protect the bridge deck and withstand the high deflection, it is necessary to develop the asphalt materials with good fatigue resistance for bridge deck pavement. The asphalt binder combined with SBS and two other admixtures has been developed for improving the resistance to fatigue cracking, productivity, and workability for bridge deck pavement. Based on the various binder test results, the developed binder is found to be PG 70-34 indicating very higher resistance against fatigue cracking. Fatigue testing, wheel tracking testing, and moisture susceptibility testing have been conducted to evaluate the performance of asphalt mixtures developed in this study. Laboratory test results show that the developed asphalt material has three times higher fatigue lives than the typical modified asphalt mixture. Full scale accelerated testing was also performed on the typical asphalt mixture and newly developed asphalt mixture to evaluate the full scale performance of asphalt mixtures. Test results indicate that the length of cracking on the new materials is only 38% of the typical material at the 250,000 load repetitions. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001063303 | oai_dc | ํ๋ฆฌ์บ์คํธ ์ฝํฌ๋ฆฌํธ ํฌ์ฅ ์๊ณต ์ ์ต์ ์ฌ๋๋ธ ๋ฆฌํํ
์์น | Optimum Slab-Lifting Positions for Precast Concrete Pavement Construction | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์ฑ๋ฏผ(๊ฒฝํฌ๋ํ๊ต); ์กฐ๋ณํ(๊ฒฝํฌ๋ํ๊ต); ํ์นํ(ํ๊ตญ๋๋ก๊ณต์ฌ)"
] | This research was conducted to determine the optimum lifting positions on precast concrete slabs for precast concrete pavement construction, based on the analysis of concrete stress distribution under various lifting conditions. To analyze stresses in concrete slabs, the finite element method was implemented and a numerical model of the precast slab that was going to be used in the experimental construction was developed. Changes in the stress distribution due to the lifting angle were investigated because slab lifting is not always performed in the perpendicular direction to the slab surface. In addition, the effect of the lifting level, the distance between the neutral axis of the slab and the lifting point, on the stress distribution was investigated since the lifting point is not always at the neutral axis of the slab. To consider the actual steel design of the precast slab, the effect of the reinforcement near the lifting point was also investigated. From this study, the optimum lifting positions of the precast slabs were determined according to the lifting angle and level, and the results were compared with the lifting positions used in the PCI standards. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001063523 | oai_dc | ๋ณํ์์ญ ํด์๋ฒ์ ์ด์ฉํ ๋ง์์ฐ๊ธฐ ๋ ์ฝํฌ๋ฆฌํธ ๋๋ก ํฌ์ฅ์ ๋ค์ถ์ฐจ๋ฅํ์ค์ ๋ํ ๊ฑฐ๋ ๋ถ์ | Behavior of Overlaid Concrete Pavements under Multi-Axle Vehicle Loads Obtained Using Transformed Field Domain Analysis | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์์ฃผ์ฅ(๊ฒฝํฌ๋ํ๊ต); ๊น์ฑ๋ฏผ(๊ฒฝํฌ๋ํ๊ต)"
] | The transformed field domain analysis method was developed in this study to investigate the aspects of the stress distribution in overlaid concrete pavement systems under multi-axle vehicle loads. The overlay was assumed to be perfectly bonded or perfectly unbonded to the existing concrete pavement. The loads considered included the dual tired single-axle, tandem-axle, and tridem-axle loads, and the effects of the overlay's thickness, elastic modulus, and Poisson's ratio on the stress distribution were investigated. Details of the analysis method in the transformed field domain to analyze the overlaid pavement was described in this paper and the analysis results were verified by comparing with those obtained using the finite element method. From the analysis, it was found that the maximum tensile stress in the existing slab decreased as the overlay's thickness, elastic modulus, and Poisson's ratio increased, and the bonded overlay showed more significant effects than the unbonded one. The overlay's Poisson's ratio did not much affect the stresses, and the features of the maximum stress reduction in the existing slab due to the increase of the thickness, elastic modulus, and Poisson's ratio of the overlay were investigated. The effects of the number of axles on the stress distribution and the maximum stress were also investigated. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001063526 | oai_dc | ์๊ณต๋ฐฉ๋ฒ์ ๋ฐ๋ฅธ ๋ค์ฐ๋ฐ ์๊ณต์ํ ๋ถ์ | Analysis of Dowel Bar Placement Accuracy with Construction Methods | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ด์ฌํ(ํ๊ตญ๋๋ก๊ณต์ฌ); ๊นํ๋ฐฐ(ํ๊ตญ๋๋ก๊ณต์ฌ); ๊ถ์๋ฏผ(ํ๊ตญ๋๋ก๊ณต์ฌ); ๊ถ์ค์ (ํ๊ตญ๋๋ก๊ณต์ฌ)"
] | Dowel bars in the jointed concrete pavement are used to both provide load transfer across pavements joints and prevent the joint faulting leading to longer service life. On the contrary, the misplacement of dowel bar can provide negative results including the joint freezing(locking) that may cause the joint spalling and unexpected mid-slab cracking. The dowel bar can be placed using the assembly or dowel bar inserter (DBI) during the concrete pavement construction. In the domestic practice of the concrete pavement construction, the dowel bar is placed using the assembly method. This study primarily focuses on the comparison of these two dowel placement methods using the field data from the KHC test road in which both dowel placement methods have been applied to a certain length of the concrete pavement. The field data regarding the alignment of the dowel bars placed by both methods was collected using MIT-SCAN2, a nondestructive measuring equipment, and processed to compute Joint Score and Running Ave. Joint Score which are used as indicators of the dowel bar performance. The comparison of the methods for the dowel bar placement using these indicators shows that the DBI method provided much better alignment of the dowel bars reducing the risk of joint freezing than the assembly method. In order to improve the quality of the dowel bar placement using the assembly method, the current weak points of the assembly method including the fabrication, storage, and installation of dowel bar assembly were investigated and the solution was suggested. The improved dowel bar sets based on the suggested solution have been applied to an actual practice of the concrete pavement construction. The field data shows that the improved assembly method suggested in this study can highly reduce the risk of joint freezing. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001063528 | oai_dc | ๊ต๋ฉดํฌ์ฅ์ ์๋ถ์์ ์ ๊ฐ์ ์ํ ์ฒด๋ฅ์ ๋ฐฐ์๊ณต๋ฒ ๊ฐ๋ฐ | Development of a Drainage System to Mitigate Moisture Damage forBridge Deck Pavements | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ดํ์ข
(์ธ์ข
๋ํ๊ต); ๊นํ๋ฐฐ(ํ๊ตญ๋๋ก๊ณต์ฌ); ์์ฌ์ด(์ธ์ข
๋ํ๊ต)"
] | A major purpose of this study is to develop a drainage system that can quickly drain water penetrated into pavement layers to mitigate pot holes which is one of the major distress types in bridge deck pavements. This system can be established by applying a thin drainage layer between waterproof and pavement layers. The most important elements for this system are the performance of waterproof layer and construction technique for the thin drainage layer. The porous asphalt mix with the maximum aggregate size of 10mm is first developed based on the porous asphalt mix design guide proposed by NCAT, and various physical and mechanical tests are performed to confirm that the porous mix satisfies all the specification requirements. In addition, a series of laboratory tests including low-temperature bending and bonding strength tests for the MMA(Methyl Methacrylate) type of waterproofing material. It is observed from the tests that the MMA material satisfies all the specification requirements. To evaluate the field performance of the drainage system, a field study has been conducted on a relatively small size bridge. The QC/QA tests are conducted on the both waterproofing and pavement materials. It has been found that the drainage system works well to drain the water penetrated into the pavement layers. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001063524 | oai_dc | C-G Method๋ฅผ ์ด์ฉํ ๊ณ ์๋๋ก ๋
ธ๋ฉด์์ฒ ํฌ์ฅ์ ๊ตํต์ฌ๊ณ ๊ฐ์ ํจ๊ณผ๋ถ์ | A Safety Evaluation of Shoulder Rumble Strips on Freeway Using C-G Method | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ด๋๋ฏผ(ํ๊ตญ๊ตํต์ฐ๊ตฌ์); ๊ฐ์ฌํ(ํ๊ตญ๊ตํต์ฐ๊ตฌ์); ์ฑ๋๋ฌธ(ํ๊ตญ๊ตํต์ฐ๊ตฌ์); ์ ๋ด์กฐ(ํ๊ตญ๋๋ก๊ณต์ฌ)"
] | Traffic accidents on freeway are occurred by various factors, and driver inattention is one of the most important factors causing traffic accidents. To warn drivers about unexpected dangerous events and diminish driver inattention problems, traffic safety facilities including warning and regulatory traffic signs; delineators; rumble strips are installed. In this study, the traffic safety effect of shoulder rumble strips were investigated using "Comparison Group (C-G)" method developed by Hauer. Through the analyses, it was found that numbers of run-off-the road crashes were reduced as 2.43 crashes per year after the installation of shoulder rumble strips on the freeway. Based on the analysis results in this study, it was concluded that shoulder rumble strips on the freeway contribute to reduce traffic accidents, especially run-off-the road crashes. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001063302 | oai_dc | ๊ตญ๋ด ์์คํํธ ๋ฆด๋ฆฌ์ค ์์ด์ ํธ์ ํน์ฑ ํ๊ฐ | Evaluation of the haracteristicsof Asphalt Release Agents | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น๋ถ์ผ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | Viscosity, adhesion and cohesion of asphalt binder are very important characteristics in asphalt pavement. However, these characteristics can cause some problems such as inaccurate amount of asphalt mixture, reduction of asphalt content and loss of workability during asphalt pavement construction. Asphalt release agent has been used to solve these problems. Diesel oil and vegetable oil are generally used as an asphalt release agent in Korea. However, these agents have been criticized from environmental and binder integrity reasons. Therefore, this study evaluated the characteristics of asphalt release agents including diesel oil, vegetable oil and two emulsion type oils. From the study, it was found that the diesel oil resolved the binder within ten minutes and vegetable oil stripped the binder from mixture within one hour after contacting with asphalt mixture. And also, from the test for estimating the application cycle of asphalt release agent, it appears that diesel oil and vegetable oil should be applied to construction equipments every time in their uses. However, diesel oil and vegetable oil showed a good performance as a lubricant for detaching the asphalt mixtures from the truck bed. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001063527 | oai_dc | ๊ฒฝ๊ด๋๋ก ๋ฑ ์ ๊ฐ๋
์ ๋๋ก์ฌ์
๊ฐ๋ฐ์ ๊ดํ ์ฐ๊ตฌ | A Strategy for Developing New Road Projects | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์์ฒ (์ธ์ฒ๋ํ๊ต)"
] | ๊ณ ๊ณ ํ์ ๊ฐ์น(archaeological)์๊ฐ์ ์ผ๋ก ์ธ์ง๊ฐ๋ฅํ๊ณ ์๋ฃ์ถ์ ๋ฐ ํด์์ด ๊ฐ๋ฅํ ์ญ์ฌ์ ๋ฐ ์ ์ฌ์๋์ ์ํ์ ๋ํ ๋ฌผ๋ฆฌ์ ์ฆ๊ฑฐ๋ฌธํ์ ๊ฐ์น(cultural)ํน์ง์ ์ธ ์ฌ๋์ง๋จ์ ์ํ์ต๊ด์ด๋ ์ ํต์ ๋ํ๋ด๋ ์ฆ๊ฑฐ๋ ํํ๋ค(์; ๊ธฐ์ , ์์
, ์ถค, ์ข
๊ต์์, ์ถ์ , ์ฐ์ค, ์์, ํน์ดํ ์ด๋ฒคํธ, ํ ์ฐฉ์์ ์ํ)์ญ์ฌ์ ๊ฐ์น(historic)์์ฐ์ ์ด๋ ์ธ๊ณต์ ์ด๋ ๋ฌผ๋ฆฌ์ ์กฐ๋ง๊ณผ ํน์ง์ ์ผ๋ก ๊ด๋ จ๋ ๊ณผ๊ฑฐ์ ์ญ์ฌ์ ์ ์ฐ์์ฐ์ ๊ฐ์น(natural)์ธ๊ฐ์ ์ ์ฃผ๋ณด๋ค ์์ ์๋์, ๋น๊ต์ ํผ์๋์ง ์์ ์ธ์ง ๊ฐ๋ฅํ ํ๊ฒฝ์ ์งํ๋ค(์; ์ง์ง์ธต, ํ์, ์ง์ธ, ๋ด์, ์ฑ์, ์ผ์)์ฌ๊ฐ์ ๊ฐ์น(recreational)์์ฐ์ ๋ฐ ๋ฌธํ์ ์ธ ์ํ์ถ์ ์กฐ๊ฒฝ ์์์ ์ง์ ๊ด๋ จ๋ ์ฌ๊ฐํ๋ ๊ฒฝ๊ด์ ๊ฐ์น(scenic)๋ฐ์ด๋ ์์ฐ ๋ฐ ์ธ๊ณต์ ์กฐ๋ง ์์ | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001063529 | oai_dc | ์ฝํฌ๋ฆฌํธ ํฌ์ฅ์ ์ฌ๋๋ธ ๋๊ป ์์ค์ ๋ํ์ง๋ถ๊ท์ ๊ธฐ์ค ์ ๋ฆฝ์ ์ํ ๊ธฐ์ด ์ฐ๊ตฌ | Preliminary Investigation of Payment Adjustment Concepts for Slab Thickness Deficiency in Portland Cement Concrete Pavements | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์ฑ๋ฏผ(๊ฒฝํฌ๋ํ๊ต); ์ด์๊ทผ(๊ฒฝํฌ๋ํ๊ต)"
] | ๋ณธ ๋
ผ๋ฌธ์ ์ฝํฌ๋ฆฌํธ ํฌ์ฅ ์๊ณต ์ ์ฌ๋๋ธ ๋๊ป์ ๋ํ ์ง๋ถ๊ท์ ๊ฐ๋ฐ์ ์ํด ๊ธฐ์ด์ ์ผ๋ก ์ํํ ์ฐ๊ตฌ ๋ด์ฉ์ ๊ธฐ์ ํ์๋ค. ์ธ๊ตญ์ ์ฌ๋๋ธ ๋๊ป์ ๋ํ ์ง๋ถ๊ท์ ์ ์ฉ์ ๋ํ์ฌ ๋ถ์์ ํ์์ผ๋ฉฐ, ๊ณต์ฉ์ฑ์ ๊ธฐ๋ฐ์ ๋ ์ง๋ถ๊ท์ ๊ฐ๋ฐ์ ์ํ ๊ฐ๋
์ ์ ์ํ์๋ค. ๊ทธ๋ฆฌ๊ณ ๊ธฐ์กด ์ฝํฌ๋ฆฌํธ ํฌ์ฅ์ ๋๊ป๋ฅผ ์ธก์ ํ์ฌ ์์น์ ๋ฐ๋ฅธ ์ฌ๋๋ธ ๋๊ป์ ๋ณํ๋ฅผ ํ์
ํ์์ผ๋ฉฐ ์ฝ์ด๋ฅผ ์ด์ฉํ์ฌ ๋๊ป๋ฅผ ์ธก์ ํ ๋์ ์ธก์ ๋ฐฉ๋ฒ ๋ฐ ์ธก์ ํธ์ฐจ์ ๋ํ ๋ถ์์ ์ํํ์๋ค. ์ด๋ฌํ ์ฐ๊ตฌ ๊ฒฐ๊ณผ ๋ค์๊ณผ ๊ฐ์ ๊ฒฐ๋ก ์ ์ ์ถํ ์ ์์๋ค.- ๋ฏธ๊ตญ์ ์ฌ๋๋ธ ๋๊ป์ ๋ํ ์ง๋ถ๊ท์ ์ ํฌ์ฅ์ ๊ณต์ฉ์ฑ์ ๊ธฐ๋ฐ์ ๋์ง ์๊ณ ๊ฐ๋ฐ๋ ํ ์ ์ ํ ์์ ์ ํตํด ์ฌ์ฉ๋์ด ์ง๊ณ ์์ผ๋ฉฐ ์ฃผ์ ๋ฐ๋ผ ๋ค๋ฅธ ๊ธฐ์ค์ ์ ์ฉํ๊ณ ์๋ค.- ๋ฏธ๊ตญ์์ ๊ฐ์ฅ ๋ง์ด ์ฐ์ด๊ณ ์๋ ๋๊ป์ ๋ํ ์ง๋ถ๊ท์ ์ ์ค๊ณ ๋๊ป์ ๊ด๊ณ์์ด ๋๊ป ์์ค์ ๋ฒ์๋ฅผ ์ ํด ๋๊ณ ์ด์ ๋ฐ๋ผ ๊ณต์ฌ๋น๋ฅผ ์ญ๊ฐํ๋ ๋ฐฉ๋ฒ์ด๋ค.- ๊ณต์ฉ์ฑ์ ๊ธฐ๋ฐ์ ๋ ๋๊ป์ ๋ํ ์ง๋ถ๊ท์ ๊ฐ๋
์ ๊ฐ๋ฐํ๊ธฐ ์ํ์ฌ AASHTO ํผ๋กํ์ ๊ณต์ ๋ฐ ์ฌ๋๋ธ ๋๊ป์ ์๋ ฅ๊ณผ์ ์๊ด๊ด๊ณ์ ์๋ ฅ๋ ๋ฒจ๊ณผ ์ฝํฌ๋ฆฌํธ ํฌ์ฅ ์๋ช
๊ณผ์ ์๊ด๊ด๊ณ๋ฅผ ์ด์ฉํ๋ ๋ฐฉ๋ฒ์ ์ ์ํ์๋ค.- ์ฌ๋๋ธ ๋๊ป๊ฐ ๋๊บผ์์ง์๋ก ์ง๋ถ๊ท์ ์ ๋๊ป ์์ค ๊ธฐ์ค ๋ฒ์๋ ๋์ด์ ธ์ผ ํ๋ค.- ๋๊ป ์์ค์ด ์ปค์ง์๋ก ํฌ์ฅ์ ์๋ช
๊ฐ์๋ ๊ฑฐ์ ์ ํ์ ์ผ๋ก ์ฆ๊ฐํ๊ฒ ๋๋ค.- ๊ธฐ์กด ํฌ์ฅ์ ์ฌ๋๋ธ ๋๊ป ์ธก์ ๊ฒฐ๊ณผ ์ฝ์ด๋ง ์์น์ ๋ฐ๋ผ ์ธก์ ๋๊ป์ ํธ์ฐจ๋ฅผ ๋ณด์์ผ๋ฉฐ ๋ฐ๋ผ์ ๋๊ป ์ธก์ ์์น์ ๋ํ ๊ธฐ์ค์ ์ ๋ฆฝํด์ผ ํ๋ค.- ์ฝ์ด์ ๋๊ป๋ฅผ ์ธก์ ํ ๋ ์ฌ๋์ ๋ฐ๋ผ ์ธก์ ๋ฐฉ๋ฒ๊ณผ ์ธก์ ์น์ ์ฐจ์ด๊ฐ ์์ผ๋ฏ๋ก ๊ธฐ์ค์ด ๋๋ ๋๊ป ์ธก์ ๋ฐฉ๋ฒ์ ๊ฐ๋ฐ ๋ฐ ์ธก์ ์ฅ์น์ ๊ณ ์์ด ํ์์ ๋๋ค.- ์ธก์ ํ๋ ์ฌ๋์ ๋ฐ๋ฅธ ๋๊ป ์ธก์ ์น์ ํธ์ฐจ ๋ฐ ์์น์ ๋ฐ๋ฅธ ์ฌ๋๋ธ์ ๋๊ป ํธ์ฐจ๋ฅผ ๋ง์ ์์ ๋ฐ์ดํฐ๋ฅผ ์ด์ฉํ์ฌ ๊ตฌํจ์ผ๋ก์จ ๋๊ป์ ๋ํ ์ง๋ถ๊ท์ ์ ๋๊ป ์์ค ๋ฒ์๋ฅผ ๊ฒฐ์ ํ ์ ์๋ ๋ฐฉ๋ฒ์ ์ ์ํ์๋ค. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001063304 | oai_dc | ํ๊ฒฝํ์ค์ ์ํ ์ฐ์์ฒ ๊ทผ์ฝํฌ๋ฆฌํธํฌ์ฅ์๊ท ์ด ๋ฐ์ ๋ฐ ์ง์ ํน์ฑ ๋ถ์ | Numerical Analysis of Crack Occurrence and Propagation in Continuously Reinforced Concrete Pavements under Environmental Loading | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์ฑ๋ฏผ(๊ฒฝํฌ๋ํ๊ต)"
] | The objective of this study was to investigate features of transverse crack occurrence and propagation in continuously reinforced concrete pavement (CRCP) when subjected to environmental loading. The finite element model of CRCP was developed and the element removal method was implemented to predict the crack propagation process. To investigate the effect of the type of environmental loading on the CRCP behavior and cracking aspects, the following three different cases were considered: (1) the temperature gradient between top and bottom of the slab does not vary and the constant temperature drop throughout the depth occurs; (2) the temperature at the slab bottom does not vary and the temperature gradient increases; and (3) the temperature between the mid-depth and the bottom of the slab is the same and does not vary and the temperature at the top decreases. The analysis results showed that the crack occurrence and propagation through the depth of the slab in CRCP were significantly affected by the type of environmental loading. The changes in stress distribution and displacements during the crack occurrence and propagation process could also be investigated. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001063301 | oai_dc | ๋์๋ถ ์ ํธ๊ต์ฐจ๋ก์์์ ์์ ๊ฑฐ์ฌ๊ณ ๋ถ์ | A Study of Bicycle Crash Analysis at Urban Signalized Intersections | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ค์ฃผํ(์ถฉ์ฃผ๋ํ๊ต); ๊น์์ฒ (์ธ์ฒ๋ํ๊ต); ์ง๋ฏผ๊ฒฝ(์ธ์ฒ๋ํ๊ต)"
] | The rapid growths of economy and automobiles since the 1970's have caused serious traffic jams and environmental disruption in urban areas. To relieve these problems caused by urbanization, there should be considered alternative means of transportation modes. Many developed countries have accepted bicycles as a so called "Green Mode" for environmentally oriented strategies to increase the qualities of urban lives. Korea have also attempted various means to raise bicycle usages. In this research, significant factors affecting bicycle crashes at signalized intersections in urban areas were studied. The model results showed that Poisson regression is the best fit methodology for data modeling and revealed that traffic volume, a number of driveways, configuration of the ground, presence of bicycle path, school, and bus stop, residential area, size of intersection are significant factors affecting the bicycle crashes. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001207991 | oai_dc | ์ ํธ๊ต์ฐจ๋ก์ ์ถ๋ฐ๋
น์์๊ฐ ๋ณํ์ ๋ฐ๋ฅธ ์ง์ง๊ตํต๋ฅ์ ์ง์ฒด ๋ฐ ์ง์ฒด๋ฏผ๊ฐ๋ ๋ถ์ | A Delay and Sensitivity of Delay Analysis for Varying Start of Green Time at Signalized Intersections: Focused on through traffic | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์์ฐ์(๊ตญ๋ฆฝ๊ณต์ฃผ๋ํ๊ต)"
] | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | ||||
ART001207992 | oai_dc | ์ฐจ๋ ๋ฐ ๋ณดํ์ ๊ตํต๋์ ๋ฐ๋ฅธ ๋ณดํ์ ์๋์ ํธ๊ธฐ์ ํจ๊ณผ ๋ถ์ | Effectiveness Analysis for Traffic and Pedestrian Volumes of Pedestrian Pushbutton Signal | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์กฐํ์ (ํ๊ตญ๊ตํต์ฐ๊ตฌ์); ๋ฐ์งํ(ํ์๋ํ๊ต); ๋
ธ์ ํ(ํ์๋ํ๊ต)"
] | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | ||||
ART001207993 | oai_dc | ์์คํํธ ํผํฉ๋ฌผ์ ์ธ๊ณต๋
ธํ ๋ฐฉ์ ์ฐ๊ตฌ | Study of Artificial Aging Procedure for Asphalt Mixtures | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ ์ฌํ(๊ฐ์๋ํ๊ต); ์กฐ๋ณ์ง(๊ฐ์๋ํ๊ต); ๋ฐ๋จ์(๊ฐ์๋ํ๊ต); ๊น๊ด์ฐ(๊ฐ์๋ํ๊ต)"
] | This study was carried out for developing artificial short-term aging (SA) and long-term aging (LA) methods of asphalt mixtures in which the aging level is properly matched with those of RTFO and PAV aged binders, respectively. The specimens were made of the short-term aged loose asphalt mixture which was kept in a convection oven at 154โ for 2 hours and were aged at 110oC for 24, 48, 72 and 96 hours for SA. Large molecular size (LMS) were measured using GPC after SA and LA to evaluate aging extents of each mixture with aging time. It is shown that the LMS was increased with aging time increment, and that from the LMS(%) change ratio, it was possible to suggest an appropriate artificial aging time which is corresponding level of aging with RTFO and PAV. It was found that SA was somewhat strong and LA for 48 hours at 110oC would be appropriate if sort-term aging is properly controlled. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001208002 | oai_dc | ์์คํํธ ํฌ์ฅ์ ์์ฑ๋ณํ์ ๋ํ ๊ณจ์ฌ ๊ตฌ์กฐ์ ์ํฅ ํ๊ฐ | Evaluation of the Effect of Aggregate Structure on Rutting Performance of Asphalt Pavement | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น๋ถ์ผ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | ||||
ART001208004 | oai_dc | ๊ตญ๋ ์ ์ง๊ด๋ฆฌ๋ฅผ ์ํ ํฌ์ฅ๊ด๋ฆฌ์์คํ
๊ฐ๋ฐ์ ๊ดํ ์ฐ๊ตฌ | Development of Pavement Management System for Highway Maintenance | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ด์์ฑ(๋๊ตฌ๊ณผํ๋ํ๊ต); ๋๋ช
์(ํ๋ฐญ๋ํ๊ต); ์ด์ข
๋ฌ(์๋จ๋ํ๊ต)"
] | In this paper, a PMS(Pavement Management System) is presented for the public agency who wish to execute rational repair by referring to asset management information regarding road pavement. The aim of the paper is to provide the decision makers with the planning information regarding maintenance strategies for efficient road pavement management. We found that life cycle cost can be minimized and repair cost in each year fluctuates when repeating repair at the IRI management level. The validity of PMS application presented in this paper is investigated through case studies for conducted for 22 national highway road sections in Korea. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001207997 | oai_dc | ์ ํธ๊ต์ฐจ๋ก ๋ํฅ์ขํ์ ์์ถฉ์ฌ๊ฐ๋ ๊ตฌ๋ถ์ ๊ดํ ์ฐ๊ตฌ | A Study of Opposing Left-Turn Conflict Severity at Signalized Intersections | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์์ฒ (์ธ์ฒ๋ํ๊ต); ๋ฐ์งํ(ํ์๋ํ๊ต); ์ค์ฃผํ(์ถฉ์ฃผ๋ํ๊ต); ๋
ธ์ ํ(ํ์๋ํ๊ต)"
] | In 2004, the number of traffic crashes and deaths in Korea are 220,755 and 6,563, respectively. Korea Road Traffic Safety Authority reported that the number of traffic accidents occupies over 25% out of total accidents, and found that traffic crash probability is extremely high at intersections since intersections have various traffic conflict points. A Safety study using Traffic Conflict Technique is much more useful than a study using reported traffic accident data. Existing traffic conflict research hardly considered conflict severity occurring at intersections. So, the study developed new criteria considering conflict severity. Analytic methods precisely detecting crashing points using field surveying data, and applied an application of our new criteria. Opposing left-turn conflict criteria was devided by three groups(high severe conflict, middle severe conflict, and less severe conflict) based on conflict boundary by means of a standard vehicle length. After analyzing field surveying data(3hours), we found totally 41 opposing left-turn conflicts. 3 cases are high severe conflict, and another 10 cases are middle severe conflicts, and the other cases are less severe. Studies related in conflict severity are considerably important to evaluate intersection's detailed safety index, and existing studies(purely conflict counting does not consider severity) have a limitation to clearly determine the level of safety of intersections for an application. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001208544 | oai_dc | ํ์น์ ์์ ์ง์์ ์ํฅ์ ์ฃผ๋ ๋ฐ์ดํฐ ์ฒ๋ฆฌ๊ณผ์ ๊ณผ ์์น์ ์ฐจ | Data Processing and Numerical Procedures Influencing on Occupant Risk Indices | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น๊ธฐ๋(๊ณต์ฃผ๋ํ๊ต); ๊ณ ๋ง๊ธฐ(๊ณต์ฃผ๋ํ๊ต); ๊ณต์ฃผ๋ํ๊ต(); ๋จ๋ฏผ๊ท ()"
] | To verify the performance of roadside barriers, occupant risk indices are calculated from acceleration and angular velocity data of vehicle crash tests. The occupant risk indices to be computed include THIV(Theoretical Head Impact Velocity), PHD(Post-impact Head Deceleration), ASI(Acceleration Severity Index), OIV(Occupant Impact Velocity) and ORA(Occupant Ridedown Acceleration). There is a confusion due to different values of occupant risk indices produced for the same test data because various computational procedures and data processing methods can be applied to compute them. To slove this problem the effects of various numerical procedures and data processing methods on occupant risk indices were investigated. If the sampling rate specified in the guidelines is used for full-scale vehicle crash tests, an interpolation of impact time and numerical integration methods do not result in an appreciable change of THIV and OIV. The way to determine 10msec moving average for PHD and zero offset of data processing should be specified in the guidelines because 10msec moving average and zero offset methods have a significant influence on occupant risk indices. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001207990 | oai_dc | ํฌ์ฅ๊ฐ์์ํ์ ์ด์ฉํ ์์คํํธ ์์ ์ฒ๋ฆฌ์ธต์ ํผ๋ก๋ชจํ ๊ฐ๋ฐ | Development of Fatigue Model for Asphalt Black Base by Accelerated Pavement Testing | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ฌ์ธ์(ํ๊ตญ๋๋ก๊ตํตํํ); ์์์ฐฌ(ํ์๋ํ๊ต); ๋ฌธ์ฑํธ(ํ๊ตญ๋๋ก๊ณต์ฌ)"
] | This thesis develops a fatigue model for the asphalt black base using the APT(Accelerated Pavement Testing) and analyzes the correlation of the APT analysis result with results of previous laboratory tests. For the APT testing, aggregate of the maximum grain size of 25 mm (BB-3) was used as the material for the asphalt black base. The result of the APT revealed that the variable of the fatigue model, i.e. the maximum tensile stress on the bottom part of the pavement, increased as the number of loading increased while the modulus of elasticity for the pavement layer decreased gradually. The tensile strain was obtained from a strain gauge, and it was used to derive the values of =1.29ร10-6 and =3.02 from the basic equation of the asphalt fatigue model, . The fatigue life predicted from the asphalt fatigue model was greater than that obtained from laboratory experiments, given the same tensile strain. Additionally, a theory to estimate the remaining life of the pavement was developed using FWD, a non-destructive experiment. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001208293 | oai_dc | ๊ณ ์จ ๋ด๋ณํ ์์คํํธํผํฉ๋ฌผ ์ ์ ์ ์ํ ๋ณํ๊ฐ๋ ์๊ณ์น ๊ฒฐ์ ๋ฐฉ์ | Suggestion for Determination of Minimum SD for Rut-Resistable Asphalt Concretes | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น๊ด์ฐ(๊ฐ์๋ํ๊ต); ์กฐ๋ณ์ง(๊ฐ์๋ํ๊ต); ์ด์์ (Clemson University); ๋์์(๊ฐ์๋ํ๊ต)"
] | Deformation strength (SD) is a property which shows relatively good correlation with rut resistance of asphalt mixtures at high temperature. The Asphalt Pavement Analyzer (APA) is widely used as an equipment for estimating rut resistance of asphalt mixtures. The APA was used as corresponding property of the SD to estimate rutting resistance of asphalt mixtures. Many data were collected to establish the correlation of SD with APA. For SD test, the specimen is submerged into the 60oC water for 30 minutes before applying a vertical load at the speed of 50mm/min to obtain peak load (P) and deformation (y) for SD calculation. For the same materials, APA test was performed. Relation of the SD with APA rut depth was evaluated using regression analysis. The R2 value was 0.76, indicating this simple test procedure being a possible method for predicting deformation resistance of asphalt concretes at high temperature. It was also shown that, using the regression model, minimum value(s) of SD of surface course asphalt mixture or binder course for a particular road level can be determined. The limit values may be possible to use as cut-off value(s) of asphalt mixtures for the layer after further elaborated studies. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000170.xml | |||
ART001208285 | oai_dc | ์๋ฉํธ๊ณ ๊ณ ํ์ฌ๋ฅผ ํ์ฉํ ๋์ด์ด๋๋ก ํฌ์ฅ๊ณต๋ฒ ๊ฐ๋ฐ | Development of Rural Road Pavement Technology Using Cement Stabilizer | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ค์์ธ(ํ๊ตญํ ๋ชฉ์ฌ์ ์ฐ๊ตฌ์); ๊ณต๊ธธ์ฉ(ํ๊ตญ๋์ด๊ณต์ฌ); ๊น์น์ฑ(ํ๊ตญ๋์ด๊ณต์ฌ)"
] | ๋์ด์ด๋๋ก๋ฅผ ํฌํจํ ๋๋์ ๋๋ถ๋ถ์ ์ฌ๋ฌ ๊ฐ์ง ํ๊ฒฝ์กฐ๊ฑด์ ์ํด์ ๋ด๊ตฌ์ฑ์ ์๋ ๊ฒฝ์ฐ๊ฐ ๋ง์๋ฐ ์ด์ค์ ํ๋๊ฐ ๋์ ๊ธฐ์ ๊ธฐ์จ๋ถํฌ์ ์ํด์ ๋๊ฒฐ๊ณผ ์ตํด์์ฉ์ ๋ฐ๋ณต์ ์ผ๋ก ๋ฐ์์ ๋ฐ๋ผ ๊ท ์ด, ๊ฐ๋์ ํ, ์นจํ ๋ฑ์ ์ผ์ผํค๊ฒ ๋๋ค. ๊ณ ํ์ฌ ํผํฉํ ์ ๋๊ฒฐ์ตํด์ ๋ํ ์ ํญ์ฑ์ ํ ์ง, ์จ๋, ํจ์๋น, ์ง๋ฐ์ ํ๊ฒฝ์กฐ๊ฑด ๋ฑ์ ๋ฐ๋ผ ํฌ๊ฒ ์ํฅ์ ๋ฐ์ผ๋ฉฐ ํผํฉํ ์ ๊ฐ๋๋ ํจ์๋น, ๋ค์ง๋ฅ , ํฌ์์ฑ ๋ฑ๊ณผ ๋ฐ์ ํ ๊ด๊ณ๋ฅผ ๊ฐ์ง๊ณ ์๋ค. ํฌ์ฅ ์ ๊ธฐ์ด์ง๋ฐ์์์ ๋๊ฒฐ์ตํด ์์ฉ์ ์ฌ๋ฌ ๊ฐ์ง ๋ฌธ์ ๋ฅผ ์ผ์ผํค๋๋ฐ, ๋๊ฒฐ ์ตํด๋ก ์ธํ ๋๋ก์ ํ๊ดด๋ ํฌ๊ฒ 2๊ฐ์ง๋ก ์ค๋ช
๋ ์ ์๋ค. ์ฒซ์งธ๋ ๋์์์ฉ์ ์ํ ํ๊ดด๋ก, ๋์์๋ณด๋ค ์๋ถ ํฌ์ฅ์ฒด์ ์ธ์ฅ๊ฐ๋๊ฐ ์์ ๋ ์๋ถํฌ์ฅ์ฒด๊ฐ ์์นํ๊ฑฐ๋ ์ธ์ฅํ๊ดด๋ก ์ธํ ๊ท ์ด๋ฐ์์ ์ผ์ผํค๊ฒ ๋๋ค. ๋
ธ๋ฉด์์์ ๋์๋์ ์ฃผ๋ก ํก๋จ๋ฐฉํฅ์ผ๋ก ๋ถ๊ท ์ผํ๊ฒ ๋ฐ์ํ์ฌ ๊ฑฐ์ ์ค์์์ ์ต๋๋ก ๋๊ธฐ ๋๋ฌธ์ ๋๋ก ์ค์์ ์ ๋ฐ๋ผ ์ฃผํ๋ฐฉํฅ์ผ๋ก ์ปค๋ค๋ ํฌ์ฅ๊ท ์ด์ด ์๊ธฐ๋ ๊ฒ์ด ์ผ๋ฐ์ ์ด๋ค. ๋์งธ๋ ์ตํด๋ก ์ธํ ๋๋ก์ ํ๊ดด๋ก, ๋์์ด ์ผ์ด๋ ๋๋ก์ ๋๊ฒฐ๋ถ๋ถ์ด ๋ด์ด ๋๋ฉด ์งํ๋ฉด๊ณผ ๋์ํ๋ฉด์์ ๋
น๊ธฐ ์์ํ๋ค. ํ๋ฉด์์์ ์ตํด์๋๋ ํ๋ฉด์ ๋นํด ์ฝ๊ฐ ๋๋ ค์ ํ๋ฉด์ ์ตํด์๊ฐ ์ฒด๋ฅ๋จ๊ณผ ๋์์ ๋
ธ๋ฉด์ ๊ท ์ด๋ถ๋ถ์์ ํ๋ฉด์๊ฐ ์นจํฌํ์ฌ ๋
ธ์ ๋ฐ ๋ณด์กฐ๊ธฐ์ธต์ ํฌํ์ํ๋ก ๋๊ณ ํ์์ ์ผ์์ธต์ ์ํด ๋ฐ๋๋ ์ ์ด์ ธ์ ์ง์ง๋ ฅ์ ํ์ ํ ์ ํ๋๋ค(Bowles, 1968). | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000171.xml | |||
ART001207995 | oai_dc | ๋
ธ๋ฉด์์ฒ ํฌ์ฅ์ผ๋ก ์ธํ ์ฌ๊ณ ๊ฐ์ ํจ๊ณผ | Probable Effect of Rumble Strips on Reduction of Traffic Accidents | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์คํฅ์ด(๋๋ก๊ตํต๊ธฐ์ ์); ์ฅ์ ํ(๋๋ก๊ตํต๊ธฐ์ ์)"
] | There have been research and studies on rumble strip effectiveness in terms of accident reduction since rumble strips were first installed in 1950's. Research has shown that rumble strips reduce accidents from drowsy and inattentive driving. The present research statistically analyze the accident reduction effect of rumble strips based on accident reports obtained from rumble strip installed 377 places of nation wide freeway lines. Based on the results, rumble strips are effective in reducing accident frequencies 32.3%. The probable various factors inducing accidents are identified. These include drowsiness, speeding, inattentiveness, vehicle defectiveness, and short headways. It was found that rumble strips are effective in reducing A, B, C leveled accidents. and in reducing clear, cloudy, and rainy weather accidents. The results may make clear and expand probable types of accidents that rumble strips would reduce, then reduce the total accidents on freeway lines. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000171.xml | |||
ART001208001 | oai_dc | ๋ฏธ์์ ๊ตํต๋ฅ ์๋ฎฌ๋ ์ดํฐ๊ธฐ๋ฐ ํตํ๋น์ฉํจ์์ ๊ฐ๋ฐ ๋ฐ ์ ์ฉ | Developing the travel cost function based on Microscopic Simulator(VISSIM) Data | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์กฐํ์ฐ(์ผ์ฑ SDS); ์ด์ฉํ(๊ฐ์ฌ์)"
] | In general, based on traffic data in a ideal traffic condition, BPR cost function is used to a variety of transportation policies. However, Some researchers have reported that BRP cost function is not appropriate for analyzing traffic pattern as well as forecasting future demand. (Spiess,1989 ; Singh, 1999) Therefore, in this paper to solve this problem, a methodology based on data through Micro traffic Simulator Based (MSB) is developed. As a result, following outputs are obtained ; (1) presenting a methodology to develop a travel cost function through VISSIM in order to assess transportation policies and (2) developing BRP cost function and MSB cost function from data analysis through VISSIM and verifying availability of MSB function by comparative analysis. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000171.xml | |||
ART001208279 | oai_dc | ์ ํ๋ค์ง๊ธฐ์ ์ค๊ณ ๋ค์งํ์ ์ ์ ์ ์ํ ์ฐ๊ตฌ | A Study for Selecting the Design Number of Gyration of Gyratory Compactor | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น๋ถ์ผ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ์ด๋ฌธ์ญ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์)"
] | The design number of gyration is required in the process of asphalt mix design using gyratory compactor. The purpose of this study is to select the design number of gyration for asphalt mix design in the laboratory. Three types of methods were used to select the design number of gyration. The first method is to select the gyration number which gives the same density with the mixtures compacted with 75 blows of Marshall Compaction. The second method is to select the gyration number which gives the same deformation strength with the mixtures compacted with 75 blows of Marshall Compactor. The third method is to select the gyration number which meet the 4% air voids. Ten mixtures, one type of aggregate(granite), one type of asphalt binder(pen. 60-80), and 10 types of gradation, were prepared for the laboratory tests. As a result, 100 number of gyration was selected for the design number of gyration of the asphalt mix design. This result shows a similar trend with the design number of gyration used in the foreign countries. Thus, the design number of gyration selected in this study can be used for the asphalt mix design using the gyratory compactors. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000171.xml | |||
ART001207738 | oai_dc | ์ผ๋ฐ๊ตญ๋ 30๋ฒ์งธ ๊ณ์๊ฐ๊ณ์์ ์๊ณ์ด์ ์ธ ํน์ฑ ๋ถ์์ ๊ดํ ์ฐ๊ตฌ | Time series property of the 30th Design Hourly Factors in National Highways | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ค์ฃผ์ผ(ํ๊ตญ๊ฑด์ค๊ธฐ์ ์ฐ๊ตฌ์); ์์ฑ๋ง(๊ฒฝ๊ธฐ๋์ฒญ)"
] | To decide the number of road lane is very important and related to the 30th design hourly factor in the design of transportation facilities. But, as the quantitative division of road types is difficult, most planner and designer for deciding the 30th design hourly factors have used the fixed values in our country. In this study, we have analyzed the time series property of the design hourly factors in national highways and developed the model capable of estimating the 30th design hourly factors using real data. The presented model is a simple regression model(DHV = K * AADT), which is applied to the division of road lanes(2 or 4 lanes) and the level of AADT(3 levels). As a results, the simple regression model have better performance than the existing method with respect to MAPE and R2. Also, the variations of the 30th design hourly factors are small. The more traffic volume increase, the more the factors decrease. But, the limitation of this study is to use the exiting method estimating the values of the factors, it is subject to study hereafter. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000171.xml | |||
ART001208003 | oai_dc | CRM ๊ฐ์ง์์คํํธ ํผํฉ๋ฌผ์ ์์ฑ๋ณํ ๋ฐ ๋ฐ๋ฆฌ์ ํญ ํน์ฑ | Evaluation of Stripping and Rutting Properties of CRM Modified Asphalt Mixtures | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋์์(๊ฐ์๋ํ๊ต); ๋ฐํ์(๊ฐ์๋ํ๊ต); ๊นํํ(๊ฐ์๋ํ๊ต); ๊น๊ด์ฐ(๊ฐ์๋ํ๊ต)"
] | Evaluation of the asphalt mixture modified with crumb rubber modifier (CRM) was performed to estimate possibility of using it as a paving material. OACs (optimum asphalt content) of CRM modified asphalt mixtures by dry process and wet process were determined by Marshall mix design and Wheel tracking test and moisture susceptibility test by freezing and thawing were carried out with CRM modified asphalt mixtures at OACs. The results from these tests, resistance of permanent deformation of CRM modified asphalt mixtures were superior to one of AP-5 while showing very low resistance of moisture sensitivity by freezing and thawing. This means that CRM modified asphalt mixtures are very sensitive to freezing and thawing. However, CRM modified asphalt mixture with anti-stripping material showed high improvement to resistance of moisture susceptibility by freezing and thawing. Therefore, it is recommended that when CRM mixtures were used in domestic, CRM modified asphalt mixtures should be with prevention against freezing and thawing resistance by moisture susceptibility. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000171.xml | |||
ART001208000 | oai_dc | ๊ณจ์ฌ๋
ธ์ถ ์ฝํฌ๋ฆฌํธํฌ์ฅ์ ์ ์ ๊ณจ์ฌ ์ ์ ์ ๋ํ ์ฐ๊ตฌ | A Study on the adequate AggregateSelection of the Exposed Aggregate PCC Pavements | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊น์๊ท(๊ฐ๋ฆ๋ํ๊ต); ์ฑ์ฑ์ฑ(๊ฐ๋ฆ๋ํ๊ต); ์ด์น์ฐ(๊ฐ๋ฆ์์ฃผ๋ํ๊ต); ์ ํ์(๋๋ก๊ตํต๊ธฐ์ ์)"
] | The exposed aggregate PCC(EAP) pavements have been successfully used in Europe and Japan as low-noise pavements. Coarse aggregate are exposed on the pavement surface texture of EAP by removing mortar of surface. The pavement surface texture should maintain not only low-noise characteristic but also adequate skid resistance level during the performance period. Skid resistance decreased with wearing and polishing of tire and pavement surface due to the repetition of tire-pavement contact. Since the tires mainly contact the exposed coarse aggregate, the shape and rock type of coarse aggregate significantly influence wearing and polishing of EAP pavements. The test for resistance to abrasion coarse aggregate by use of the Los Angeles machine(KS Fใ2508) and the method of test for resistance to abrasion coarse aggregate by use of the Accelerated Polishing Machine(ASTM D 3319-90) are generally used to evaluate polishing characteristics of aggregate. In this study, polishing of coarse aggregate of different five rock types were evaluated by KS F 2508(LA abrasion test) and ASTM D 3319-90(PSV method). The results of LA abrasion test and PSV method were contrary to each other. Since LA abrasion test is estimated the quantity of abrasion by the impact of aggregate, it may not be adequate to evaluate the polishing of aggregate by the repetition of tire. In the case of PSV method, the resistance of polishing is estimated the skid resistance variation of polished aggregate after repetition of tire. The PSV method is adequate for the evaluation on polishing of coarse aggregate. From the test results of PSV method, it was founded that rock type, specific gravity, coarse aggregate angularity, flat or elongated particles in coarse aggregate are significant to the resistance characteristic of coarse aggregate.ใ | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000171.xml | |||
ART001207996 | oai_dc | ๋ฏธ์์ ์๋ฎฌ๋ ์ด์
์ ์ด์ฉํ ํ๋ฌผ์ฐจ๋์ฐจ๋ก์ด์ฉ์ ํ ์ํฅ๋ถ์ | Investigation of Impacts of Truck Lane Restrictions on Multilane Highways Using Micro Traffic Simulation | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์์ถฉํ(์บ๋ฆฌํฌ๋์๋ํ๊ต); ์์ํ(๋ช
์ง๋ํ๊ต); ๊ถ์ฉ์(์ ์ฃผ๋ํ๊ต)"
] | This study was performed to investigate impacts of truck lane restrictions on multilane highways on traffic flow variables such as average speed, the frequency of lane changes, and change in traffic volume and also to verify whether or not different lane restriction scenarios were proper. Two types of hypothetical highway networks and OD demands were developed for traffic simulation models in order to conduct the experimental study. Three types of scenarios were also developed according to the number of restricted lanes for trucks. The PARAMICS microscopic traffic simulation software package was used as the primary analytical tool. Statistical analysis was conducted with simulation outputs. Results showed that truck lane restrictions may lead to positive impacts on traffic flow on multilane highways. In addition, this study demonstrated that the number of restricted lanes can be very an important factor to lead successful implementation of truck lane restrictions. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000171.xml | |||
ART001207998 | oai_dc | ์ฌ๋๊ทธ๊ณจ์ฌ์ ํ๋ผ์ด์ ์๋ฅผ ์ด์ฉํ ๊ฐ์ฌ์ ๋ณด๊ฐ ํฌ์ฅ์ฉ ํฌ์์ฝํฌ๋ฆฌํธ์ ์ญํ์ ํน์ฑ์ ๊ดํ ์คํ์ ์ฐ๊ตฌ | A Study on the Mechanical Properties of Steel Fiber Reinforced Porous Concretefor Pavement Using Slag Aggregate and Fly Ash | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๋ฐ์น๋ฒ(์ถฉ๋จ๋ํ๊ต); ์ด๋ณ์ฌ(์ถฉ๋จ๋ํ๊ต); ์ด์ค(์ถฉ๋จ๋ํ๊ต); ์ฅ์์ผ(์ถฉ๋จ๋ํ๊ต)"
] | This study evaluates the mechanical properties of steel fiber reinforced porous concrete for pavement according to content of slag aggregate and fly ash to elicit the presentation of data and the way to enhance its function for the practical field application of porous concrete as a material of pavement. As a result, void ratio and permeability coefficient of porous concrete for pavement increased a little as mixing rate of slag aggregates increased. Void ratio and permeability coefficient increased a lot as mixing rate of fly ash decreased. As fly ash was mixed, national regulation of permeable concrete for pavement(8% and 0.1 cm/sec) was met. Compressive strength and flexural strength decreased as mixing rate of slag aggregates increased, but they increased a lot as mixing rate of fly ash increased. Even when slag aggregates were mixed 50% with 5% fly ash mixed, national regulation of pavement concrete(18MPa and 4.5MPa) was met. In addition, compared to non-mixture, flexural strength increased about 22.8% when 0.75vol.% of steel fiber was added. Regarding sliding resistance, BPN increased as mixing rate of slag aggregates increased. But BPN decreased as fly ash was mixed. Compared to crushed stone aggregates, abrasion resistance and freeze-thaw resistance decreased as mixing rate of slag aggregates increased. When fly ash was mixed, abrasion resistance and freeze-thaw resistance improved remarkably. Compared to non-mixture, 10% mixture of fly ash improved abrasion resistance and freeze-thaw resistance about 5.6% and 14.3 respectively. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000171.xml | |||
ART001208278 | oai_dc | ํฌ์ฅ์ฉ ์ฝํฌ๋ฆฌํธ์ ๊ฐ๋ ๋ฐ ํ์ฑ๊ณ์ ์๊ด๊ด๊ณ์ | Strength and Modulus Relationship of Concrete for Rigid Pavement | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์์ฑ์ฒ (ํ์ต๋ํ๊ต); ๋ฐ์ข
์(ํ์ต๋ํ๊ต)"
] | Strength relationships are presented through experimental data from the concrete strength tests in this study. Various strength tests such as the compressive, flexural, and splitting tensile strength and the modulus of elasticity are included. An experimental work was performed to determine the various strength characteristics for various mix designs. Three different coarse aggregates such as granite, limestone, sandstone were used and included were fine aggregates such as natural sand, washed sand and crushed sand. Also included was cement amount as experimental variable. It was confirmed that each strength value with respect to curing time is to follow a typical strength development curve. With this somewhat reliable test results various strength relationships such as flexural strength-compressive strength, splitting tensile strength-compressive strength, modulus of elasticity-compressive strength, splitting tensile strength-flexural strength were analyzed through statistics. Experimental data were well fitted to the 0.5-power relationship of flexural strength and compressive strength which has been commonly accepted. The splitting tensile strength is expected to be best in the linear relationship from the flexural strength data. Finally splitting tensile strength was found to be proportional to the 0.87 power of the cylindrical compressive strength. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000171.xml | |||
ART001207999 | oai_dc | Yํ ๊ต์ฐจ๋ก์ ํ์ ๊ต์ฐจ๋ก ๋ณํ์ ๋ฐ๋ฅธ ์ ์ฉํจ๊ณผ ๋ถ์ ๋ฐ ์ค์น์ค๊ฑฐ ์ฐ๊ตฌ | An Analysis of Effectiveness and Development of Warrant to Transform Y-Type Intersection into Roundabout | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ฌ๊ด๋ณด(๋๋ก๊ตํต์์ ๊ด๋ฆฌ๊ณต๋จ); ์ํ๋จ(๋๋ก๊ตํต์์ ๊ด๋ฆฌ๊ณต๋จ)"
] | A ROUNDABOUT is more effective way to improve safety and prevent delays than signal intersection. ROUNDABOUT has been known highly safe treatment that could be used as a method to reduce conflicts between vehicles, to reduce travel speed in inner or approach of intersection, and to have no speed difference between drivers than intersection. In this study, the effective analysis on the installation of ROUNDABOUT was carried out using computer-based simulation tool VISSIM, in order to evaluate performance and safety of ROUNDABOUT and develope a warrant. In conclusion, the results indicated that there was remarkable increase of Y-intersection capacity and decrese of delay, and improvement of traffic safety. Finally, A nice feature of this study is to firstly attempt to use microscopic simulator to evaluate the effectiveness of ROUNDABOUT and suggest a passible operation boundary. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000171.xml | |||
ART001208005 | oai_dc | ๊ณ ์๋๋ก ์์
์์ง์ญ์์์ ๋น์ ์ค์ผ๋ฌผ์ง ์ ์ถํน์ฑ | Characteristics of Non-point Pollutant from Highway Toll Gate Landuse | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"์ด์์ฃผ(์ ๋ถ์ง์ญํ๊ฒฝ๊ธฐ์ ๊ฐ๋ฐ์ผํฐ); ์ํ๊ทผ(๊ณต์ฃผ๋ํ๊ต); ๊ฐํฌ๋ง(ํ๊ตญ๋๋ก๊ณต์ฌ); ๊น์ดํ(๊ณต์ฃผ๋ํ๊ต)"
] | Newly constructed road is a requisite to be able to carry out BMPs (Best Management Practices) under TMDL (Total Maximum Daily Load) program of the Ministry of Environment. BMPs require pollutant source control during road construction and wash off reduction plan as well as maintenance practices subsequent to construction on the purpose of discharging the minimum wash off non-point source pollutants. The objective of this study is to provide supportive discharged data in evaluating the discharged non-point pollutant load from a highway toll gate area. It can be applied to manage non-point source pollutants on roads. The results validate the first flush phenomenon that it is known to be one of the wash off characteristics in paved area. In addition, the load per unit area and load per unit rainfall duration applying EMC are calculated. The mean load per unit rainfall duration is assessed to be 533.7 mg/m2-hr for TSS, 396.2 mg/m2-hr for COD, 17.0 mg/m2-hr for TN, and 4.8 mg/m2-hr for TP. These results show the unitload taken from monitoring are higher than the unit load suggested in the TMDL. It is important to adopt real pollutant unit for road to be able to perform BMP successfully. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000171.xml | |||
ART001207994 | oai_dc | ์ํธ ์ฑํ๊ธฐ๋ฒ์ ๋ฐ๋ฅธ ๊ตญ๋ด ๋ค์ง ๋
ธ์ํ ์ ๋ณํํน์ฑ | Deformational Characteristics of Compacted Subgrade Soils in Korea with Specimen Construction Methods | {
"journal_name": "ํ๊ตญ๋๋กํํ",
"publisher": null,
"pub_year": null,
"pub_month": null,
"volume": null,
"issue": null
} | [
"๊ถ๊ธฐ์ฒ (๋์๋ํ๊ต); ํฉ์ฐฝ์ผ(ํฅํ๊ฑด์ค(์ฃผ))"
] | ๋
ธ์ํ ์ ๋ณํํน์ฑ์ ํฌ์ฅ์ฒด์ ์ญํ์ ํด์ ๋ฐ ์ค๊ณ์์ ๋งค์ฐ ์ค์ํ ์
๋ ฅ๋ฌผ์ฑ์น๋ค. ๋ณธ ์ฐ๊ตฌ์์๋ ์ํธ ์ฑํ๋ฐฉ๋ฒ์ ๋ฐ๋ฅธ ๊ตญ๋ด ๋
ธ์ํ ์ ๋ณํํน์ฑ ํ๊ฐ๋ฅผ ์ํ์ฌ, ๋ค์ํ ์ฑํ๊ธฐ๋ฒ์ ์ ์ฉํ์ฌ ๋ง๋ค์ด์ง ์ํธ์ ๋ํ ๊ณต์ง์ฃผ์ํ์ ์ํํ์๋ค. ์ํธ ์ฑํ๋ฐฉ๋ฒ์ ๋ฐ๋ผ์ ์ต๋ํ์ฑ๊ณ์๋ ์ํฅ ๋ฐ์์ผ๋ ์ ๊ทํํ์ฑ๊ณ์ ๊ฐ์๊ณก์ ์ ์ํฅ๋ฐ์ง ์์๋ค. ์ํธ ์ฑํ๊ธฐ๋ฒ์ ์ํฅ์ ๊ตฌ์์๋ ฅ์ด ์ฆ๊ฐํ ์๋ก ๊ฐ์ํ์๋ค. ์ํธ ์ฑํ๋ฐฉ๋ฒ์ ๋ฐ๋ฅธ ํ์ฑ๊ณ์์ ํ๊ท ์ ์ธ ์ต๋ํธ์ฐจ๋ 16.8%๋ก ๋ํ๋ฌ๋ค. ๋์ผํ ํจ์๋น ๋ฐ ๊ฑด์กฐ๋จ์์ค๋ ์กฐ๊ฑด์์ ์ ํ๋ค์ง๊ณผ ์ถฉ๊ฒฉ๋ค์ง์ผ๋ก ์ฑํ๋ ์ํธ์ ํ์ฑ๊ณ์ ์ฐจ์ด๋ 5.2% ์ด๋ด๋ก ๋งค์ฐ ์์๋ค. ์ถฉ๊ฒฉ๋ค์ง์ ์ฅ์ ์ ์ ํ๋ค์ง์ ๋นํ์ฌ ๋ณด๋ค ๊ฐํธํ๊ณ ์ํธ์ฑํ ์ฅ๋น๋น์ฉ์ด ์ ๋ ดํ์ฌ ์ค๋ฌด์ ์ฉ์ฑ์ด ์ฐ์ํจ์ ๊ณ ๋ คํ์ฌ ์ค๊ณ์
๋ ฅ๋ฌผ์ฑ์น ๊ฒฐ์ ์ ์ํ ์ํธ์ฑํ๊ธฐ๋ฒ์ผ๋ก์ ์ถฉ๊ฒฉ๋ค์ง๊ธฐ๋ฒ์ ์ ์ํ์๋ค. | ํ ๋ชฉ๊ณตํ | null | kci_detailed_000171.xml |
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