• Proceedings of the Korea Concrete Institute Conference
• /
• 1997.04a
• /
• pp.329-334
• /
• 1997

Most of domestic pavement were non-permeable. However, in foreign country although it wasn't entirely satisfied, porous pavement was partially utilized with footpaths and soft-roadways. In this study, experiments were carried out to investigate the properties fundamental of porous concrete pavement. As a result of experiments, it was concluded that the coefficient of permeability was increased in proportion to continuous void ratio and decreased in proportion to S/a ratio and unit cement contents. On the other hand, the strength of porous concrete pavement was in inverse proportion to the void ratio.

• International Journal of Highway Engineering
• /
• v.20 no.3
• /
• pp.47-57
• /
• 2018

PURPOSES : The permeable pavement type has been rapidly developed for solving problems regarding traffic noise in the area of housing complex and heavy rainwater drainage in order to account for the climate change. In this regards, the objective of this study is to figure out the characteristics of pavement types. METHODS : The laboratory test for deriving optimum asphalt content (OAC) was conducted using the mixtures of the permeable asphalt surface for the pavement surface from Marshall compaction method. Based on its results, the pavement construction at the test field was conducted. After that, the site performance tests for measuring the traffic noise, strength and permeability were carried out for the relative evaluation in 2 months after the traffic opening. The specific site tests are noble close proximity method (NCPX), Light falling deflectometer test (LFWD) and the compact permeability test. RESULTS : The ordered highest values of the traffic noise level can be found such as normal dense graded asphalt, drainage and porous structure types. In the results from LFWD, the strength values of the porous and drainage asphalt types had been lower, but the strength of normal asphalt structure had relatively stayed high. CONCLUSIONS :The porous structure has been shown to perform significantly better in permeability and noise reduction than others. In addition to this study, the evaluation of the properties and the determination of the optimum thickness for the subgrade course under the porous pavement will be conducted using ground investigation technique in the further research.

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

• Journal of Environmental Science International
• /
• v.15 no.11
• /
• pp.1045-1052
• /
• 2006

Stormwater pollution is a major problem in urban areas. Pollutants like heavy metals and harmful chemicals in the runoff can endanger soil and ground water, when they are not sufficiently removed doting infiltration. Strength and infiltration capacity of porous concrete are the major problems that must be considered if permeable pavement system are demanded to be used in a drive way application. In this study, a series of compacted porous concrete mixtures and the system of pavement ate tested for the physical characteristics like compressive strength, flexural strength, unit weight, porosity, water permeability, and the purification capacity of contaminated water. The test results obtained indicate that the strength and infiltration capacity of porous concrete are strongly related to its matrix proportion and compaction energy and providing adequate filter layers underneath pavement surface course is one of the most important design considerations of permeable pavement system for pollution retention purpose.

• Water Engineering Research
• /
• v.5 no.1
• /
• pp.37-45
• /
• 2004

As one alternative to alleviate damages caused by stormwater runoff, the effects of runoff quantity reduction are analyzed when porous pavement is used. Porous pavements with various depths, general pavement and an artificial rainfall generator are installed for laboratory experiments. Runoff changes are analyzed according to the various rainfall durations. The rainfall intensity of 150 mm/hr is generated for 30 minutes, 60 minutes, and 120 minutes. For porous pavements with 80 cm thickness, 100%, 93%, 56% of discharge is infiltrated through soil, respectively. For porous pavements with 20 cm thickness, 81%, 32%, 28% of discharge is infiltrated through soil, respectively. It is found that the porous pavements are able to decrease the runoff.

• International Journal of Highway Engineering
• /
• v.11 no.3
• /
• pp.97-109
• /
• 2009

One of the main causes of asphalt rutting is high temperature of the pavement. Nevertheless, there has been few research on lowering the pavement temperature for reducing rutting. This study investigated the performance characteristics of moisture-retaining porous asphalt pavement, which is known to have a temperature reducing effect. The purpose of this study is to quantify the temperature reducing effect of moisture-retaining porous asphalt pavement and its effect of reducing rutting through Accelerated Pavement Testing(APT). Additionally, the possibility of reducing the thickness of the pavement in comparison to general dense grade pavement by analyzing structural layer coefficient of moisture retaining pavement. A total of three test sections consisting of two moisture-retaining porous asphalt pavement sections and one general dense-grade porous asphalt pavement section were constructed for this study. Heating and spraying of water were carried out in a regular cycle. The loading condition was 8.2 ton of wheel load, the tire pressure of $7.03kgf/cm^2$, and the contact area of $610cm^2$. The result of this experiment revealed that the temperature reducing effect of the pavement was about $6.6{\sim}7.9^{\circ}C$(average of $7.4^{\circ}C$) for the middle layer and $7.9{\sim}9.8^{\circ}C$(average of $8.8^{\circ}C$) for surface course, resulting in a rutting reduction of 26% at the pavement surface. Additionally, the structural layer coefficient of moisture retaining pavement measured from a laboratory test was 0.173, about 1.2 times that of general dense grade pavement. The general dense-grade porous asphalt pavement test section exhibited rutting at all layers of surface course, middle layer, and base layer, while the test sections of moisture-retaining porous asphalt pavement manifested rutting mostly at surface course only.

• Proceedings of the Korea Concrete Institute Conference
• /
• 1997.04a
• /
• pp.613-619
• /
• 1997

The present study has an objetive to define the characteristic of the Porous Concrete to be used in the resistant layers of the pavement. Up to the moment there is no material which is capable which is capable of satisfying the mechanical resistances and drainability, two characterstics which interves, and a detailled study has been carried out on the same order to obtain the porous concrete of this study. such as: Mode and time of compaction. type of cement, water/cement ratio, maxium size of aggregates, sieve test. incorporation of some additives and additions etc., among them emphasizing the use of a method of compaction vibro-compression in the laboratory with which an optimum compacting was reached, and can be obtanied on the site with a spreader rated with double tamper. With this porous concrete for this study whose dominating characteristics is the drainability jointly with a high mechanical resistance. a safe and silence firm is obtained, with can be a great diffusion in the near future, for its application on the pavements. Based on these works carried out, there was the first experience in the world of field application with 25cm of resistance layer of Porous Concrete Pavement in Salamanca, Spain.

• International Journal of Highway Engineering
• /
• v.17 no.5
• /
• pp.1-10
• /
• 2015

PURPOSES : A finite difference model considering snow melting process on porous asphalt pavement was derived on the basis of heat transfer and mass transfer theories. The derived model can be applied to predict the region where black-ice develops, as well as to predict temperature profile of pavement systems where a de-icing system is installed. In addition, the model can be used to determined the minimum energy required to melt the ice formed on the pavement. METHODS : The snow on the porous asphalt pavement, whose porosity must be considered in thermal analysis, is divided into several layers such as dry snow layer, saturated snow layer, water+pavement surface, pavement surface, and sublayer. The mass balance and heat balance equations are derived to describe conductive, convective, radiative, and latent transfer of heat and mass in each layer. The finite differential method is used to implement the derived equations, boundary conditions, and the testing method to determine the thermal properties are suggested for each layer. RESULTS: The finite differential equations that describe the icing and deicing on pavements are derived, and we have presented them in our work. The framework to develop a temperature-forecasting model is successfully created. CONCLUSIONS : We conclude by successfully creating framework for the finite difference model based on the heat and mass transfer theories. To complete implementation, laboratory tests required to be performed.

• International Journal of Highway Engineering
• /
• v.13 no.3
• /
• pp.39-49
• /
• 2011

The porous pavement system is widely considered very effective in urban street because of its various benefits on safety and environment, but the pavement thickness design system has not been established yet. In porous pavement system. rainwater penetrates to the subgrade through porous pavements layers. Porous pavements are expected to reduce or alleviate the problems caused by impermeable pavement layer such as flood damage due to heavy rain in the city, drainage load, disorder in ecosystem, and heat island. However, its structural design methods in traffic roads has not been made mainly because of not being able to consider adequately the effect of rainwater on subgrade strength. In this study, structural design method of porous pavements is suggested after considering the subgrade weakness due to rainwater and numerical mechanical analysis. It is noted that elastic modulus of subgrade is reduced by 20% as subgrade moisture content is increased by 2% at optimum moisture content in the literature review. As a result of both finite element analysis and strength loss of subgrade by the existing design method, it is necessary to increase subbase thickness about 30cm in porous pavements compared with the existing traffic road pavement system. It is similar to premium thickness of structural design of porous pavements in Japan.

• Transactions of the Korean Society for Noise and Vibration Engineering
• /
• v.14 no.11
• /
• pp.1153-1160
• /
• 2004

In contemporary society, vibration and noise in the road nearby buildings have become social problems as vehicles operation has increased. Especially. in the case of the building used to art performance, available suitability of the building is tested by the indoor noise class. Therefore, the Purpose of this paper is the measurement of the structure-borne noise of Seoul Art Center nearby Umyeonsan tunnel and analyzing the effects of countermeasure to it. To measure the effects of countermeasure, not only structure-borne noise is measured, but also the vibration is measured, before and after the construction of Pavement using pad and porous asphalt. Consequently, the sound pressure level in art center 1st floor is reduced after mat pavement method, structure-borne noise that was high In 25Hz wide-band before pavement decreased regardless of experimental vehicle's velocity Using porous asphalt pavement the noise was reduced about 3 dB(A).