• Journal of the Korean Institute of Landscape Architecture
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• v.32 no.5
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• pp.43-51
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• 2004

Recently, the importance of choosing correct pavement materials has been increasing in urban spaces and streets. Much research regarding the pavement theory and construction method have been conducted, but analysis in terms of human psychological character has not yet been performed. The purpose of this study is to investigate the psychological characters to 12 pavement materials, that are commonly used in our urban spaces and streets. The results of the psychological character for each pavement material can be summarized as follows: 1. The psychological characters to each pavement material were as follows: ① Clay embodies a natural, traditional, soft and intimate psychological character; ② Pebble stone has a natural, hard, cool and intimate psychological character; ③ Turf grass incorporates an intimate and soft psychological character; ④ Ceramic brick has an artificial and hard psychological character; ⑤ Tile pavement has a modern, artificial, hard and cool psychological character; ⑥ Water permeable concrete has a modern and artificial psychological character; ⑦ Flag stone has a natural psychological character; ⑧ Granite has a modern and artificial psychological character; ⑨ Portland concrete has an artificial and hard psychological character; ⑩ Small compacted brick has an artificial, dynamic and modern psychological character; ⑪ Wood block pavement has a natural and traditional psychological character; ⑫ Asphalt concrete pavement has a modern, hard and artificial character. 2. On the results of the cluster analysis regarding psychological indexes for 12 pavement materials, pavement materials were categorized in 3 clusters. Among them, one cluster was mainly used as the most popular pavement material in our urban spaces and streets. From this point of view, psychological character for pavement material in our urban spaces and streets was not as various as we expected. 3. In conclusion, the proper selection of pavement materials was very important and the factors affecting the human psychological character should be considered in the design of urban spaces and streets.

• Journal of Korean Society for Atmospheric Environment
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• v.24 no.5
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• pp.551-561
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• 2008

In order to clarify the impact of anti-heat insulation pavement on the thermal structure of atmospheric boundary layer, field experiments and numerical simulations were carried out. Field experiment with various pavements were also conducted for 24 hours from 09LST 19 June 2007. And numerical experiment mainly focused on the impact of albedo variation, which is strongly associated with thermal characteristics of insulated pavement materials, on the temporal variation of planterly boundary layer. Numerical model used in this study is one dimension model with Planterly Boundary Layer developed by Oregon State University (OSUPBL). Because anti-heat insulation pavement material shows higher albedo value, not only maximum surface temperature but also maximum surface air temperature on anti-heat insulation pavement is lower than that on asphalt. The maximum value of surface temperature only reach on $49.5^{\circ}C$. As results of numerical simulations, surface sensible heat flux and the height of mixing layer are also influenced by the values of albedo. Therefore the characteristics of urban surface material and its impact on atmosphere should be clarified before the urban planning including improvement of urban heat environment and air quality.

• Journal of the Korean Society of Safety
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• v.21 no.6 s.78
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• pp.82-87
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• 2006

The existing raised pavement marker, however, have some limitations. Most of them are square-shaped which makes only forward and backward retro-reflection, their orientation can be easily changed by impact of vehicle, and the surface reflector can be readily contaminated leading poor functioning. In addition, maintenance for broken raised pavement marker is not easy. The purpose of the study is to design and manufacture a new and improved type of raised pavement marker. The new raised pavement marker has round-shaped upper structure. Its body was separated from the holder and the reflector was surrounded by acrylic cover. We tested performances of the constituent parts, optimum load after installation, and reflection efficiency. The new raised pavement marker will be an initiation of studies on the improvement of the shape and performance of raised pavement markers.

• Land and Housing Review
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• v.11 no.3
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• pp.75-82
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• 2020

The urban heat island phenomenon that accelerates global warming has always been controversial when summer heatwaves have occurred since it was first investigated and described by Luke Howard in the 1810s. In Korea, since 2014, government have been interested in Cool Roof and painted white coating on the rooftops of the aging and weak buildings, and the cool roof business has expanded nationwide. However, the roof occupies 20-25% of the entire city surface, much less than 37-45% of the pavement area consisting of roads, parking lots and sidewalks, there is a need to expand the policy of Cool Pavement as a way to reduce the urban heat island phenomenon. Domestic cities are high-rise buildings centered on apartments, and the area occupied by outer walls is larger than that of rooftops compared to foreign low-rise buildings. Therefore, as a way to reduce the urban heat island phenomenon, there is a need for a policy to expand the Cool Roof in buildings and use Cool Wall in parallel. Therefore, this study aims to present the expansion of Cool Wall in buildings and Cool Pavement in urban areas, expanding the installation range of Cool Roof, by comparing and reviewing the thermal characteristics of eco-friendly ceramic coating with excellent thermal proof performance and coatings used for roof waterproofing.

• International conference on construction engineering and project management
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• 2022.06a
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• pp.1043-1050
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• 2022

Markov chains and Monte Carlo Simulation were applied to account for the probabilistic nature of pavement deterioration over time using data collected in the field. The primary purpose of this study was to evaluate pavement network performance of Western Australia (WA) by applying the existing pavement management tools relevant to WA road construction networks. Two approaches were used to analyze the pavement networks: evaluating current pavement performance data to assess WA State Road networks and predicting the future states using past and current pavement data. The Markov chains process and Monte Carlo Simulation methods were used to predicting future conditions. The results indicated that Markov chains and Monte Carlo Simulation prediction models perform well compared to pavement performance data from the last four decades. The results also revealed the impact of design, traffic demand, and climate and construction standards on urban pavement performance. This study recommends an appropriate and effective pavement engineering management system for proper pavement design and analysis, preliminary planning, future pavement maintenance and rehabilitation, service life, and sustainable pavement construction functionality.

• Journal of Wetlands Research
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• v.13 no.2
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• pp.199-208
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• 2011

Scarcity of water worldwide, increasing greenhouse gas emissions, increased energy consumption due to the Earth is threatened. Existing in the process of urban planning and development of forests, rivers and other natural ecosystems have been destroyed and that there was increased impervious pavement. Impervious pavement increase water circulation system to destroy the natural and urban water retention, infiltration and decreased evaporation. Nonpoint source pollution(NPS) occurs when rainfall impervious pavement and appeal directly to the river water inflow is adversely impacts of the situation. In this study, rainfall occurs impervious pavement NPS pollution reduction and temperature increase due to the increase in urban areas, and to solve heat island phenomenon is to develop small HSSF constructed wetland technology. The small HSSF constructed wetland sedimentation, filtration, adsorption, absorption by vegetation, including such mechanisms. Techniques for verification of the pilot-scale test was conducted. In the future domestic urban heat island phenomenon and restore the natural water cycle for the facilities will be used as a basis to develop.

• Journal of the Korean Society for Advanced Composite Structures
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• v.6 no.4
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• pp.64-70
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• 2015

A rapid urbanization has increased the portion of paved layer that results in the change of water circulation system. This change leads to frequent events of flooding, drought, and urban heat island. To resolve these issues, permeable pavement system based on Low Impact Development (LID) concept is being applied to international urban areas. Therefore it is necessary to establish a rational design procedure for the permeable pavement system that reflects our environmental conditions. iDue to inherent characteristics of permeable pavement system, water infiltrates thorough the layers so it may reduce the bearing capacity of sub-layers. In this study, an effort was made to investigate the effectiveness of geogrid reinforced crushed stone subbase layer based on field experimental program along with a limited numerical analysis. It reveals that geogrid reinforced sections improve the bearing capacity by close to 20%. In addition, a light weight deflectomenter (LWDT) appears to be promising for the compaction quality control of crushed stone subbase layer in order to construct qualified permeable pavement systems.

• Journal of Korean Society of Water and Wastewater
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• v.27 no.2
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• pp.251-259
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• 2013

Among various Green Infrastructure measures for urban stormwater management, effects of porous pavement were quantitatively examined in terms of hydrological cycle. Different scenarios for porous pavement were introduced on a SWMM model and the effects were compared and analysed using discharge hydrographs. Two types of pavements having different runoff coefficients (0.05 & 0.5) were introduced to cover different ratio of entire road areas (100 %, 77.5 % and 40.4 %) and these made up in total 6 different scenarios. Total runoff volume was reduced and peak flow was significantly decreased by applying the porous pavement. The highest reduction for total runoff was shown from S-6(covering area: 100 %, runoff coefficient: 0.05) as 19 % followed by S-5(covering area: 77.5 %, runoff coefficient: 0.05, 16 %), while that of S-2(covering area: 40.4 %, runoff coefficient: 0.05) and S-1(covering area: 40.4 %, runoff coefficient: 0.5) were the lowest with 8 % and 5 %. This proved that the application of porous pavement would improve urban hydrological cycle.

• International conference on construction engineering and project management
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• 2005.10a
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• pp.886-891
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• 2005

The frequent maintenance required on some asphalt concrete (AC) pavement sections has made reconstruction with Portland Cement Concrete Pavement (PCCP) a feasible alternative. However, many constructability issues need to be addressed in order to realize the full potential of this alternative. Accelerated paving encompasses three classes of activities: methods to accelerate the rate of strength gain, methods to minimize the construction time, and traffic control strategies to minimize user delay. Three major AC intersections with severe rutting problems were reconstructed with PCCP. The entire reconstruction of each intersection, including demolition of the AC pavement and its replacement with PCCP, took place over a period of three days, starting on Thursday evening and opening the intersection to the traffic on Sunday afternoon. This paper discusses the use of PCCP for accelerated reconstruction of major urban intersections with minimal user and traffic disruption, using innovative construction techniques and traffic management optimization principles and demonstrates that concrete pavements can be constructed efficiently and quickly.

• International Journal of Highway Engineering
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• v.18 no.5
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• pp.49-56
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• 2016

PURPOSES : In this study, noise reduction effect of a two-layer porous asphalt pavement was investigated through site measurement and computer simulation. METHODS : To examine noise reduction effect, a 3 km long quiet pavement was installed by removing previous normal pavement, which had a rather low porosity. The studied site was a high-rise apartment building surrounded by the quiet pavement and Seoul ring road with heavy traffic volume, indicating relatively high background noise. RESULTS : The measurement result before and after installing the quiet pavement showed a noise reduction effect of 4.3 dB(A) at a distance of 7.5 m from the road. After validating the accuracy of simulation using SoundPLAN, the reduction in SPL(sound pressure level) at the facades by the quiet pavement was predicted by considering five different road conditions generating traffic noise from each road or in the combination of the quiet pavement and Seoul ring road. In the case of no noise from Seoul ring road, noise reduction at the facades was 4.2 dB(A) on average for 702 housing units. With background noise from Seoul ring road, however, the average SPL decreased to 2.0 dB(A). Regarding subjective response of noise, the number of housing units with a noise reduction of over 3 dB(A) was 229 out of 706 units (approximately 32%). For 77 housing units, the noise reduction was between 1~3 dB(A), while it was less than 1 dB(A) for 400 housing units. CONCLUSIONS : The overall result indicates that the quiet pavement is useful to reduce noise evenly at low and high floors compared to noise barriers, especially in the urban situation where background noise is low.