• 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.

• Journal of Environmental Science International
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• v.33 no.2
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• pp.169-178
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• 2024

This study aimed to investigate the impact of pavement design changes on user perceptions, with the objective of enhancing safety in urban streetscape. A total of 72 participants were recruited, and the study focused on alleyways in areas with a high risk of crime. Employing the Semantic Differential (SD) methodology, an assessment was conducted to gauge participants' perceptions of three different pavement types (A-type, B-type, C-type) as well as the existing pavement. The results indicated that the C-type pavement, characterized by vibrant and harmonious color palettes and patterns, elicited the highest levels of perceived safety, comfort, and openness among users. This signifies that physical environmental improvements through color design can mitigate the feelings of insecurity and foster emotional stability. Therefore it is recommended to implement various color schemes and pattern designs to road surface for enhancing user safety in high-risk urban areas.

• Journal of the Society of Disaster Information
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• v.11 no.3
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• pp.318-328
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• 2015

Effective urban flood reduction and restoration of natural water cycle at present include the application of permeable pavements. The application of permeable pavement addresses urban water cycle and disaster related events which gained attention internationally. However, few researches have been conducted to investigate unsaturated behavior and evaluate the water characteristics curves of these type of pavement materials most especially in the unsaturated state. In this study, first the saturated permeability and the soil-water characteristics curve of a pervious concrete are evaluated based on laboratory tests, and, based on experimental results, the infiltration of permeable pavement system is numerically modelled. In the soil-water characteristics curve of a pervious concrete, the volumetric water content drops very steeply after the air entry value with increasing matric suction. From the finite element analyses, the performance of the permeable pavement when compared to impermeable pavement, confirmed that the whole system effectively delayed and reduced runoff.

• Journal of Korea Water Resources Association
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• v.39 no.2 s.163
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• pp.109-120
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• 2006

Permeable pavement and release of treated wastewater into streams can increase streamflow of urban streams for a dry weather period. A SWMM code was modified to have a permeable pavement option. The modified SWMM was applied to continuous simulations of urban runoff from Hakuicheon watershed and it was used to analyse the effect of a permeable pavement installation and the reuse of treated wastewater. A critical error in the pan coefficient multiplication was also corrected in the modification. The analysis results of the reuse of treated wastewater is as follows: The low flow ($Q_{275}$) increases by 1.63 times as much as the current one and the drought flow ($Q_{355}$) increases by 3.57 times as much as the current one. If the impervious area in the Hakuicheon watershed is replaced with the permeable pavement area by 10 percent, the low flow and the drought flow increases by 3 percent and 17 percent, respectively. The results shows the effectiveness of the release of treated wastewater into stream to increase urban streamflow. The permeable pavement installation also play a minor role in the drought flow increase.

• Journal of Korean Society on Water Environment
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• v.25 no.2
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• pp.181-192
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• 2009

In this study, the hydrological properties of permeable pavement were analyzed by the experiment and the numerical simulation. The numerical model used was a modified SWMM especially for considering the hydrological response of permeable pavement. The parameters of modified SWMM were revised by the experimental results, and then the practicability was evaluated through the comparison of the experimental and numerical simulation results. In the experiments, three different rainfall intensities such as 65 mm/hr, 90 mm/hr, 95 mm/hr were supplied for 4 hrs, and the hydraulic properties including surface outflow, subsurface outflow, ground water level, soil water contents were measured for 10 hrs. The results showed rainfall intensity effected directly on surface outflow volume and subsurface outflow volume was more effected by ground water level than rainfall intensity. The ground water level and the soil water contents were under estimated as compared with the experimental data except the portion of occurring direct runoff. The surface and subsurface outflow discharge were simulated very well in comparison with the experimental data. Consequently, the modified SWMM could be used very effectively to evaluate the hydrological property of permeable pavement.

• Journal of Korean Society on Water Environment
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• v.26 no.4
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• pp.691-699
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• 2010

In recent years, increases in impervious areas with rapid urbanization and land use changes are causing numerous hydrologic cycle and environmental problems. Impermeable pavement have a various defect such as collection rainwater, decreasing of sliding resistance, and etc. In this study, the hydrologic cycle effect of permeable pavement were analyzed by the experiment and the numerical simulation. The numerical model used was a modified SWMM especially for considering the hydrologic cycle effect of permeable pavement. The parameters of modified SWMM were revised by the experimental results. Also, the effects of runoff quantity reduction are reviewed when permeable pavement is applied to Incheon Cheongna watershed. The hydrologic cycle analysis of Incheon Cheongna watershed, continuous simulations of urban runoff were performed. The analysis results of permeable pavement setup effect on runoff are follows: the surface runoff after permeable pavement setup decreases to 74.35% of the precipitation whereas the surface runoff before permeable pavement setup amounts to 81.38% of the precipitation; the infiltration after permeable pavement setup increases to 15.13% of the precipitation whereas the infiltration before permeable pavement setup amounts to 8.32% of the precipitation.

• Journal of Korean Society of Rural Planning
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• v.14 no.1
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• pp.1-7
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• 2008

Recently, brick pavement were widely introduced on the pavement in rural area. A variety of vision effects can be created from patterns of brick pavement. However, in most of brick pavement works, human psychological characteristics were not concerned. The purpose of this research was to discover psychological effect on brick pavement pattern. The results of the research can be summarized as follows: 1)Psychological impression on brick pavement pattern is similar among man and woman groups. 2)Stack bond and running bond pattern have a simple, relaxed, organized, and comfortable psychological characteristics. Basket weave & stack bond pattern has a simple and organized psychological characteristic. Herringbone bond pattern has a complex, dislike and uncomfortable psychological characteristic. Pinwheel bond pattern has a highly complex psychological characteristic. Basket weave and Basket weave variation bond pattern have a common psychological characteristic. 3)Employment of brick pavement pattern on this research is not highly preferred, hence it is necessary to develop a brick pavement patterns that have human psychological characteristics be concerned.

• 한국도로학회:학술대회논문집
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• 2011.03a
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• pp.71-74
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• 2011

• International Journal of Highway Engineering
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• v.19 no.5
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• pp.1-11
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• 2017

PURPOSES : This study is aimed at development of a stochastic pavement deterioration forecasting model using National Highway Pavement Condition Index (NHPCI) to support infrastructure asset management. Using this model, the deterioration process regarding life expectancy, deterioration speed change, and reliability were estimated. METHODS : Eight years of Long-Term Pavement Performance (LTPP) data fused with traffic loads (Equivalent Single Axle Loads; ESAL) and structural capacity (Structural Number of Pavement; SNP) were used for the deterioration modeling. As an ideal stochastic model for asset management, Bayesian Markov multi-state exponential hazard model was introduced. RESULTS:The interval of NHPCI was empirically distributed from 8 to 2, and the estimation functions of individual condition indices (crack, rutting, and IRI) in conjunction with the NHPCI index were suggested. The derived deterioration curve shows that life expectancies for the preventive maintenance level was 8.34 years. The general life expectancy was 12.77 years and located in the statistical interval of 11.10-15.58 years at a 95.5% reliability level. CONCLUSIONS : This study originates and contributes to suggesting a simple way to develop a pavement deterioration model using the total condition index that considers road user satisfaction. A definition for level of service system and the corresponding life expectancies are useful for building long-term maintenance plan, especially in Life Cycle Cost Analysis (LCCA) work.

• Geomechanics and Engineering
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• v.32 no.1
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• pp.35-47
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• 2023

Deformability of road pavements in the form of ruts represent a safety risk for road users. In the procedures for dimensioning the pavement structure, the requirement that such deformations do not occur is imperatively included, which results in the appropriate selection of elements (material, geometry) of the pavement structure. Deformability and functionality, will depend of the correct design of pavement structure during exploitation period. Nevertheless, there are many examples where deformations are observed on the pavement structure, in the form of rutting at parts of the road with relatively short length, realised in the same climatic and the same geoenvironmental conditions. The performed analysis of deformability led to the conclusion that the level of deformation is a function of the speed of traffic. This effect is observed on city roads, but also outside of urban areas at roads with speed limits are significant, due to the traffic management, traffic jams (intersections, etc.). Still, the lower speed cause greater deformations. The authors tried to describe the deformability of flexible pavement structures, from the aspects of geotechnical problems, as a function of driving speed. Outcome of the analysis is a traffic load correction coefficient, in terms of using the existing methods of flexible pavement structures design.