• Journal of the Korean Institute of Rural Architecture
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• v.20 no.4
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• pp.19-29
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• 2018

This study examines the 1960s' townscape through the small-scale restoration model in Seongan-dong and Jungang-dong, Cheongju, one of the historical cities in South Korea. In the 1960s, Jungang-dong actively was developed outside the north gate of Cheongju castle, and Cheongju's townscape was changed by the relocation of railway station and construction of city hall. In the streetscape, the new roads, the east-west Sajik-ro and north-south Sangdang-ro were opened instead of old railroads, and they clarified the typical grid road system with the existing Seongan-ro, which connected north and south gate of the old castle. In the buildingscape, city hall was built in front of the railway station outside the north gate of old castle, and had a great effect on the existing buildings and facilities. The public, educational, and commercial buildings had been replaced by reinforced concrete, and the cement brick & block public housing were distributed widely. But the existing dwelling areas, located in the inside of old castle and outside south gate, showed the low and dense townscape, sustaining the former streets and building types.

• International Journal of Highway Engineering
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• v.14 no.6
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• pp.45-55
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• 2012

PURPOSES : Skid resistance and noise of roads highly depend on the characteristics of pavement texture. Therefore, estimation of texture characteristics may give useful information for the skid resistance and noise of road. Generally, Sand Patch Test is performed in order to estimate MTD(Mean Texture Depth). However, it is time-consuming and needs traffic control. This study aimed to investigate the effectiveness of measurement texture depth using the Portable Laser Profiler that give the MPD(Mean Profile Depth). METHODS : MTD and MPD were collected on the number of expressway sections including Central Inland Test Road sections in Korea. Statistical analysis are performed to establish the relationship between MTD data based on Sand Patch Test and MPD data obtained by the Portable Laser Profiler. RESULTS : Linear relationship MPD and MTD is observed for both of asphalt pavement and concrete pavement such as R-square of 0.51 to 0.58. CONCLUSIONS : Even though, the test method and definition of MPD and MTD are different. EMTD(Estimated Mean Texture Depth) can be obtained by using the correlationship between MPD with MTD.

• International Journal of Highway Engineering
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• v.19 no.2
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• pp.1-6
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• 2017

PURPOSES : Pavement textures can be categorized into four according to wavelength: microtexture, macrotexture, megatexture (roads), and roughness. Pavement surface texture influences a number of aspects of tire-pavement interaction such as wet-weather friction, tire-pavement noise, splash, spray, tire-wear, and rolling resistance. In particular, macrotexture is the pavement surface characteristic that considerably impacts tire-pavement noise. In general, it can be demonstrated that tire-pavement noise increases with the increase of texture depth and wavelength. Recently, mean profile depth (MPD) and wavelength have been used to evaluate tire-pavement noise. This study aimed to identify the relationship between mean profile depth and average wavelength for asphalt pavement based on the information obtained on a number of asphalt pavement sections. METHODS : Profile data were collected from a number of expressway sections in Korea. In addition, mean profile depth and average wavelength were calculated by using this profile data. Statistical analysis was performed to determine the correlationship between mean profile depth and average wavelength. RESULTS:This study demonstrates a linear relationship between mean profile depth and average wavelength for asphalt concrete pavement. CONCLUSIONS :The strong relationship between mean profile depth and average wavelength of asphalt pavement was determined in this study.

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.29 no.1
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• pp.62-67
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• 2016

In this paper, the IES file was measured by applying a secondary optical lens to a 21 W LED engine, and the lighting calculation software RELUX was used to perform simulations with the data file of this measurement. For two-lane (two way) concrete paved roads, six LED engine are applied to each streetlight and simulation results show that Uo (uniformity) 0.56, UI (longitudinal uniformity) 0.86 and TI (threshold iIncrement) 9% which satisfies the required standards. RELUX was also used to LED streetlights by designing them in three dimensions, that is ${\pm}25%$ of the arm length of 2.8 m standardized by the road lighting standards of the Korea Expressway Corporation. Comparative analysis was carried out on adjustments were made in increments of 0.1 m that Uo, UI, and TI values in the range of arm lengths from 2.1 m~3.5 m. For the arm length range of 2.1 m~2.4 m, Uo was high, whereas UI was low. Therefore, we present the optimal light distribution values designed for an arm length of 2.5 m.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.4
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• pp.606-612
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• 2019

The main causes of subsidence and sinkholes in the lower part of urban roads are sewage line foundation and inadequate compaction of backfill material. This leads to many problems, such as the breakage of joints in sewer pipes, poor connection, pipe breakage, and cracks. To solve this problem, the support factor related to the sewer foundation and the safety factor according to the excavation depth were evaluated. For the foundation of rigidity tolerance, crushed stone foundation, and abandoned concrete foundation, a recently newly developed site assembly-type lightweight plastic foundation were used. Backfill materials were applied on site (sandy soil and clayey soil) and fluid backfill was recycled onsite. To evaluate the depth of excavation and the safety factor of each sewer pipe foundation, the design load considering the load factor and the support factor was evaluated. The support coefficients were 0.377 for a crushed stone foundation, 0.243 and 0.220 for an abandoned concrete foundation ($180^{\circ}$ and $120^{\circ}$), and 0.231 for a lightweight plastic foundation and fluid backfill. Overall, the safety factor was low when using the crushed stone foundation, and the safety rate was the highest when the foreclosed concrete foundation ($180^{\circ}$) was used. In addition, when the combination of lightweight plastic and fluid backfill materials was used, the safety factor was higher than that of abandoned concrete foundation ($120^{\circ}$), which means that the newly developed lightweight plastic foundation can be used as another alternative base of a steel pipe.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.11
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• pp.37-43
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• 2020

The seismic reinforcement ratio of SOC facilities, such as domestic roads and railroads, is 96%. Out of approximately 7 million buildings as of 2016, only 0.51 million buildings with seismic performance were secured. Although the proportion of masonry structures is 38.8% of the total buildings, there is almost no seismic resistance, only 2.0%. To solve the problem in Korea, government-level seismic measures are being promoted, but the situation is insufficient. Overseas, the UBC research team in Vancouver, Canada, has developed and used EDCC to reinforce the seismic performance of masonry buildings. EDCC is a construction material that can secure concrete ductility capability by mixing fibers and secure deformation resistance of concrete through bridging action. It is necessary to examine various materials because EDCC is not used as a spray type of secure seismic reinforcement. In this study, as part of the research and development of spraying materials to improve the durability of masonry buildings, this study examined the spraying characteristics of fiber-reinforced mortar according to fiber use and the viscosity change according to the use of thickener. As a result, the working performance of the fiber-reinforced mortar for seismic reinforcement was improved when using 1% fiber and 1% thickener.

• Journal of the Korean Geosynthetics Society
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• v.7 no.2
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• pp.1-5
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• 2008

The differential settlement on ordinary concrete buildings and paved roads are often occurred and which caused the failure of structure. The grouting method can be used for correcting the settlement of the structure. However, the grouting method has a disadvantage like that it takes a long time period to get a desired strength, and it is not a continuous in the phase of reinforced effect. In this paper, as an injecting material called GPCON to complement disadvantage, it is estimated about the characteristic that has a high-density expansion. With the changing of ground conditions and amount of injection, the change of physical strength on compression, the stability against chemical material are studied through the filming of SEM. The physical strength with compression is developed to high strength due to mixing with other material. It is not react with most of the material on chemical conditions except the component of alcohol. Through the SEM test. it is confirmed that the strength of material was increased as formation is being densified.

• Journal of architectural history
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• v.15 no.3
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• pp.99-118
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• 2006

We have focused on the building appearance according to the change of conservation policy and urban fabric in Bukchon, Seoul. The Urban Hanok, urban traditional housing type, had been evolved in modern contort from 1920's to 1960's, that is to say, many buildings(Urban Hanok) in Bukchon area has built up with a lot and road at the same time. But the change of conservation policy has an effect on the urban fabric and building(wooden structure, RC and brick building). Thus many types of building in Bukchon has undergone a various change. The purpose of this paper is to define a change factor of Bukchon buildings. Thus we need to pay attention to policy and urban fabric. We reached the result as follows. First, the change of architecture regulations according to the several policies(an aesthetic area, an altitude area for sky line restriction and so on) brought into building deformation and eventually the historic scenery of Bukchon has been spoiled. Second, the change of policy had an effect on the change of roads and lots. Buildings on a widen road and a united lot was built newly. But new buildings built up with a concrete or brick structure was not in harmony with the historic scenery of Bukchon area. Third, a development method of a large lot with lack prudence(disregarded a scale and size of lot) did damage to Urban hanok and urban fabric. With the understanding on the relationship of buildings, a urban fabric and a policy in Bukchon, we can define the identity and correspond with the urgent request for a the conservation of historic urban scenery In addition we can suggest the policy and the design guidelines for the reservation and rehabilitation for Bukchon, Seoul.

• International Journal of Highway Engineering
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• v.12 no.1
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• pp.29-37
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• 2010

Porous pavements can provide road users with beneficial characteristics such as skid resistance and surface water drainage under rainy condition, and they cause less tire-road noise than conventional hot mix asphalt(HMA) pavements. However, voids of porous pavements are easily clogged by road debris at early stages, which leads to frequent maintenance works. Therefore, this study focused on the way of minimizing void clogging in porous pavements. During mixture design, the quantity of coarse aggregate has been increased to form many straight void conduits (SVCs) in porous HMAs. These SVCs were found to be effective resisting the void clogging problems. Four different porous HMAs(19mm, 13mm, 10mm, and 8mm) were developed and placed on highway roads. Their performances were validated with field tests during the past four years.

• International Journal of Highway Engineering
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• v.20 no.3
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• pp.85-92
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• 2018

PURPOSES : In this study, analyze the characteristics of IOC indicator 'threshold' which is needed when evaluating the traffic signal operation status with ESPRESSO in various grade road traffic environment of Seoul metropolitan city and derive suggested value to use in field practice. METHODS : Using the computerized database program (Postgresql), we extracted data with regional characteristics (Arterial, Collector road) and temporal characteristics (peak hour, non-peak hour). Analysis of variance and Duncan's validation were performed using statistical analysis program (SPSS) to confirm whether the extracted data contains statistical significance. RESULTS : The analysis period of the main and secondary arterial roads was confirmed to be suitable from 14 days to 60 days. For the arterial, it is suggested to use 20 km/h as the critical speed for PM peak hour and weekly non peak hour. It is suggested to use 25 km/h as the critical speed for AM peak hour and night non peak hour. As for the collector road, it is suggested to use 20 km/h as the critical speed for PM peak hour and weekly non peak hour. It is suggested to use 30 km/h as the critical speed for AM peak hour and night non peak hour. CONCLUSIONS : It is meaningful from a methodological point of view that it is possible to make a reasonable comparative analysis on the signal intersection pre-post analysis when the signal operation DB is renewed by breaking the existing traffic signal operation evaluation method.