This study was conducted to develop a heat interception permeability aggregate pavement material that resists increase of air temperature and has permeability by decreasing pavement temperature of city in summer. For this study, a heat interception polymer binder mixed with heat interception material and polyurethane binder. And the study made heat interception permeability aggregate pavement material by mixing heat interception polymer binder. Using the materials, the study conducted flexural strength test and temperature reduction effect experiment. As the result, flexural strength was 5.43MPa average and the temperature reduction effect was effective up to maximum 16 degrees Celsius compared to current asphalt concrete.

Roller Compacted Concrete Pavement (RCCP) is placed by roller compaction of a mixture of less cement and unit water content and more aggregates and provides excellent early strength development with the help of interlocking of aggregates and hydration. The unit cement content of RCC pavements accounts for 85% of conventional pavements, with low drying shrinkage. As low drying shrinkage leads to smaller crack widths than ordinary concrete, RCC pavements can help elevate reflecting crack resistance if applied to a base layer of a composite pavement system. In a composite pavement with an asphalt surface laid over a concrete base, pavement temperature change is important in predicting pavement performance. As movement of the lower concrete layer is determined by temperature depending on pavement depth, temperature data of the pavement structure serves as an important parameter to prevent and control reflecting crack. Among the causes of reflecting crack, horizontal behavior of the lower concrete layer and curling-caused vertical behavior of joints/cracks are considered closely related to temperature change characteristics of the lower concrete course (Baek, 2010). Previous studies at home and abroad about reflecting crack have focused on pavement behavior depending on daily and yearly in-service temperature changes of a composite pavement (Manuel, 2005). Until now, however, studies have not been conducted on initial temperature characteristics of concrete in composite pavements where asphalt surface is placed over an RCC base. Annual temperature changes of in-service concrete pavements go up to 60 ℃, and those of asphalt overlays become around the twice at 110 ℃. This study evaluated initial crack behavior of composite pavement by investigating pavement temperature by depth of an RCC base and analyzing joint movement depending on change to temperatures of continuously jointed pavements. Findings from the study suggest that in composite pavements and asphalt overlays, time of laying asphalt has an important impact on crack behavior and reflecting crack.

The Semi-Rigid Pavement (SRP) mixture is composed of Gap Graded Asphalt (GGA) mixture (air void = 20~28%) and cement paste. By inserting cement paste into voids in GGA mixture, SRP can provide not only flexibility but also rigidity characteristics on pavement performance. SRP can mitigate pavement surface temperature increase during summer session, provide better smoothness and mitigate rutting distress due to heavy weight vehicles, successfully. In Japan, SRP is widely applied in cross section area, heavy vehicle parking lot and highway ticketing booth in highway network system. In South Korea, SRP was introduced and applied since 2005. However, still more researches and studies are needed to understand material characteristics and improve performance of SRP. Moreover, the current SRP system in South Korea merely follows and adapts the aggregate gradation information from Japan which needs to be amended and customized into original material (i.e. aggregate, binder and cement) situation of South Korea. In this paper, SRP system based on Stone Mastic Asphalt (SMA) mixture design originated from Korea Expressway Corporation (KEC) and enhanced cement paste with addition of fly-ash and slags was developed. In addition, an optimized proportion between asphalt mixture air voids and cement paste amount with consideration of economic benefit was introduced. Based on field evaluation process it can be said that the newly developed SRP system can successfully adapted not only in static site on highway: parking lots or ticketing booth, but also in dynamic site on highway: driving and wheel path.

The composition of the deicer sprayed on the highway is spreading over the highway by the scattering or snow removal activity, or car movement and consequently affecting the vegetation environment around the highway. These are the cause of the damage of fruit trees and crops, and also the cause of corrosion of highway structures. The goal of this study is to estimate the detected range of deicer components from a highway. The concentration of the deicer components in gauze and soil were investigated according to the crossing distance from the highway. The data collected were then used to estimate the concentration range of deicer components in a rage of distance up to 100 m from the highway where the deicer was spread. The sample time and weight of gauze were measured before and after installation, and the soil was collected at more than three points in parallel with the highway at the gauze installation point. The components in gauze and soil were investigated in addition to the deicer components (Ca2+, Na+, Cl-) as well as Mg2+ and K+. As Ca2+ and Cl- components of deicer were affected by agricultural use, Na+ component was selected as a tracer and further SAR (Sodium Adsorption Ratio) of soil was analyzed to examine the degree of influence on vegetation indirectly. The gauze concentration was evaluated by the concentration of the deicer ingredient at the background concentration of the blank gauze. The total amount of the deicer sprayed in the study road for 4 months (winter season) was about 93 ton/km. In the gauze test, the spread of the deicer was detected at a distance of 100 m in study area, but the concentration of the deicer in the gauze by distance decreased rapidly within 10 m from the highway. And concentration of the deicer components in gauze and soil came down after rainy season (August ~ Sep.). The results showed that the components of the deicer could be spread widely by the wind. The effective range of the deicer on vegetation based on SAR in soil was estimated to be less than 20 m from the highway. This study examines the concentration changes of the deicer components in gauze and soils and shows that deicer components sprayed on the highway are accumulated and moved over time by wind, snow removal, terrain, water system and land use around the highway.

Recently, as road users have become increasingly important, the importance of functional performance as much as structural one has been important to provide comfortable and safe road services. As a result of the survey on the customer satisfaction of the highway, the road surface condition is selected as the most important area of the road service, and the functional performance such as driving comfort and noise is pointed out as an important problem. Therefore, many studies have been conducted to improve this problem. In most cases, there is a fundamental limitation in providing a comfortable road to the user through the roughness management of the final layer. In this paper, a study was carried out to improve the roughness of the final layer by controlling the roughness of each layer. In construction field of Busan-ChangWon expressway, roughness was measured by three methods according to construction phases of subbase, 1st and 2nd base layer, intermedia layer and surface layer. As a result of the analysis, it was found that the roughness of the lower layer affects the roughness of the upper layer. Especially, the roughness of 1st base layer was relatively clear correlation with the intermedia and the surface layer IRI. In the future, after getting more field data and establishing the management standards, it is possible to provide a comfortable road to users.

Recently in Construction field, It has been the big issues to produce an Eco-friendly Construction material and to solve problems about the First grade–Aggregates’ supply&demand. While the Eco-friendly Construction materials which are refurbished and reproduced from construction wastes and industrial by-products have a great deal of effectiveness such as cost or CO2 emission reduction, there is an additional logistical cost due to go through with some processes for recycle such as Intermediary treatments or management and collection of materials. Furthermore, Demand of the First grade-Aggregates is rising and spreading all over the nation for the improvement of Road driving performance, But there is also an additional logistical cost for supply&demand due to the cost of transport growth by sites of construction. In this study, the process and methodology of the new material supply and demand route routings using the Arc Gis Program and the calculation of the available distance through economic analysis are presented. After examining the cost status of construction materials and logistics costs by examining the literature review and related industry, economic feasibility was obtained by comparing the price of general construction materials with the total cost of comparable materials and logistics costs. After an economic analysis, ArcGis3.0 was used to visualize the materials’ supply&demand route and As a result, We can observe the economically secured route from the construction materials’ production plant to where the domestic transportable route and nodes mapped. Throughout the study, the pre-groundwork for an efficient use of the construction materials is able to be prepared and It will be helpful to invigorate supply&demand. In addition to the economic analysis in the future, If the real-time traffic information (traffic volume, speed, environment, etc.) and the performance (structure, functionality, etc.) of each construction materials are reflected, It will be possible to build a decision system for selecting construction materials which meet consumers’ various needs.

If asphalt-aggregate mixture is produced at a high temperature, the mixture will suffer a significant higher shortterm aging (STA) due to the elevated temperature. The binder in that mixture will be oxidized (aged) more than expected during STA due to the highly elevated temperature. The STA at the high-temperature level is one of the reasons why the hot-mix asphalt (HMA) mixture shows many distresses in the early stage of service life. In this respect, adopting warm-mix asphalt (WMA) technology is another advantage in the asphalt pavement industry. In this study, various levels of STA were used to evaluate aging levels of the binder in the mixture before and after STA. A gel-permeation chromatography (GPC) test was performed on the mixture particles without binder recovery to estimate the significance of aging for each case of STA. Statistical analyses were carried out to determine the difference in aging levels among STA temperatures. Statistical test results found that the aging level of the binder after STA was significantly higher than that of binders before STA at an α = 0.05 level. It was also found that the aging level of binders in the WMA mixture was significantly lower than that of binders in HMA after STA at an α = 0.05 level. It was observed that if an HMA mixture was produced at high-temperature STA, its aging level was estimated to be approximately four years in service.

There are some places such as bridges in the heavily industrialized area where the pavement should have a strong resistance against heavy axle loading and waterproof function. In those places, many polymer-modified asphalt (PMA) pavements were applied to protect premature cracking, severe rutting and water intrusion without success. Therefore, a much tougher pavement material with waterproofing function was developed for those places. This study evaluated important properties of the special type asphalt mixture which is highly condensed to be almost void-free condition. A high-quality PMA binder with PG82-34 grade was used for preparing the mixture and the optimum binder content was determined to allow near 0% air void in the mix design. The deformation strength(SD) by Kim Test and rut depth by wheel tracking test were measured at 60℃ as high temperature properties. The flexural strength and fracture toughness was measured at -10℃ as low temperature property. The void-free AC showed the higher performance in all four properties than any other asphalt concretes which were prepared for comparison. Therefore, it was shown that the normal concern about limiting air voids within 3-5% was just an apprehension. The void-free AC can be applied for heavy duty pavement on the bridge where the water-proofing function and higher rutting and cracking resistance are required.

It is well known fact that the filed asphalt mixture is aged in the truck while hauling and queuing for one to four hours before dumping to the hopper of the paver. This aging, which is called short-term aging (STA), affect the physical and mechanical properties of asphalt mixture. For example, the maximum theoretical density of mixture is changed before and after STA. Therefore, when the asphalt mixture specimen is prepared for testing various physical and mechanical properties in laboratory, the mixture should be STA conditioned by a most-likely STA condition of the field. This is the reason why the STA should be performed properly. This study initiated to investigate STA conditioning protocols, set forth many agencies in the world, and to suggest a proper STA protocol which simulates field HMA condition as most likely as possible. According to this study, it was suggested that the blended loose mix for one specimen poured in a canister should be kept in a drying oven (no forced draft) without cap at 163±2℃ and for 70±15 min for normal HMA mix. This protocol was suggested based on that the absolute viscosity level of the recovered binder after STA should be a similar level of the same binder after a standard RTFO run.

In case of performing asphalt pavement overlay on existing concrete pavement layer, applying asphalt emulsion tack-coating or spreading prime-coating is considered to improve adhesion between asphalt and concrete layer. After coating work is done a curing process is considered not only for promoting evaporation process in coated (and/or spread) asphalt emulsion, but also for generating a membrane which can act as a bonding agent. Finally, asphalt overlay construction is performed when this curing process is completely done. However, during asphalt overlay construction process remarkable amount of spread tack-coating layer is lost due to asphalt material transfer vehicles (e.g. trucks, approximately 40~50% of total spread tack coating material is lost). In this paper, a new pavement equipment contains simultaneous asphalt emulsion spreading ability and corresponding construction techniques are introduced. Through applying this equipment, non-stop two step sequent working process: spreading asphalt emulsion on to existing concrete pavement layer then paving asphalt material for overlay construction, is available. During pavement working process temperature of asphalt material was kept with ranged between 130ºC and 170ºC. After performing field performance evaluation, it was found that crucial improvement in pavement layer adhesion, crack and rutting resistant ability were observed compared to the conventional paving method.

본 연구에서는 김치 제조시 철저한 재료 세척의 필요성을 확인하고, 더불어 비가열 식품인 김치의 위생 안전성 실태를 파악하여 효율적 미생물 저감화 방안을 마련하고자 국내에서 유통되는 김치 원·부재료 200건의 세척 전과 후의 비교분석과 시판 김치 100건에 대하여 미생물 분석을 실시하였다. 김치 원·부재료 및 완제품에 대하여 일반 세균수, 대장균 및 대장균군을 모니터링 하였으며, 병원성 미생물 9종(Bacillus cereus, Clostridium perfringens 정성·정 량, Staphylococcus aureus, Enterohemorrhagic Escherichia coli, Campylobacter jejuni/coli, Yersinia enterocolitica, Salmonella spp., Vibrio parahaemolyticus, Listeria monocytogenes 정성)을 분석 하였다. 모니터링 결과, 김치 원· 부재료 및 완제품에서 일반세균은 1.4~9.0 log CFU/g 수준 으로 확인되었으며, 원·부재료 중 생강에서 8.8 log CFU/g, 완제품 중 총각김치에서 9.0 log CFU/g으로 일반세균이 가장 높게 나타났다. 대장균군은 0.5~7.3 log CFU/g으로 확 인되었으며, 생강에서 7.3 log CFU/g으로 가장 높게 나타 났고, 병원성 미생물 9종의 분석결과, Bacillus cereus를 제 외한 나머지 8종의 식중독균은 모든 시료에서 검출되지 않았다. 김치 제조 시 사용되는 김치 원·부재료들의 세척 공정 후 미생물 수는 일반세균수 0.2~3.2 log CFU/g, 대장 균군 0.3~2.7 log CFU/g, Bacillus cereus 1.0~3.9 log CFU/g 감소하였다. 따라서, 김치 원·부재료의 세척 공정으로 미생물 오염도를 감소 시켰으며, 이 결과를 통하여 김치 완 제품의 위생 및 저장성 증진에 기여 할 수 있을 것으로 확인되었다.

동남아시아에 발생하던 등검은말벌은 최근 국내 뿐만 아니라 프랑스와 일본, 유럽 전역으로 확산되어 전 세계 양봉 산업에 극심한 피해를 주고 있다. 등검은말벌을 방제하기 위해 다양한 방제 방법들이 연구되고 있으며, 그 중 말벌 유인제에 대해 국제적으로 많은 연구가 진행되어 왔으나 이 역시 지속적인 개발이 필요한 실정이다. 따라서 본 연구에서는 시판 유인제와 최근 (주)다목에코텍에서 새롭게 개발한 신규 개발 유인제에 대한 효능 검정을 수행하였 고 양봉장에 출현하는 국내 발생 말벌속의 발생양상을 조사하였다. 담양 1개소와 곡성 2개소에 기존 유인제과 신규 유인제를 장착한 포획기를 각 3쌍씩 설치하여 2016년 9월부터 11월말까지 주 1~2회 관찰하였다. 그 결과 국내 발생 말벌속 중 등검은말벌(7,787 개체)이 가장 많이 포획되었고, 다음으로 장수말벌, 말벌, 좀말벌, 꼬마장수말벌, 털보말벌 순으로 포획되었다. 두 유인제의 포획력 검정 결과, 신규 개발 유인제가 통계적으로 유의하게(P < 0.01) 등검은말벌 포획력이 높음을 보였다.

벼메뚜기의 인공사료 개발을 위하여 일본의 Konno식 먹이를 대조구로 하고, 28개의 배합비율별 인공사료를 제작하여 급이시험을 하였다. 시험결과, Konno식 보다 6주 후 1마리당 체중은 22개 처리에서 높았고 우화성공율은 23개 처리에서 높았다. 폐사율은 부화입식 후 45일까지 Konno식 대비 24개 처리에서 높았다. 1마리당 체중, 우화성공율, 폐사율을 종합해 볼 때 탄수화물원으로는 옥수수 건조잎 분말 또는 통밀가루와 단백질원으로는 2~5%의 탈지대두분 또는 어분의 배합비율이 벼메뚜기의 인공사료로서 가능성이 높았다.

The tobacco cutworm, Spodoptera litura(Fabricius) is serious pest that hurts tomato crops, actives long time of the year. Without pesticide applications, sex pheromone delta traps through experiment first and second half setting during cultural seasons in glasshouse and greenhouse. We investigated captured number of S. litura both in and out side of the two type of tomato cultivated greenhouse. As a result of investigation, captured number of S. litura showed the wave and three high peak typed graph throughout 10 months experiment. First time expression of S. litura was late April in outside installed traps and after that occurrence rate increased gradually until late August. In september, the rate decreased remarkably to middle November in both in and out side treated traps. The result also expressed that captured average number of S. litura in inside of the greenhouse were 8~10 units, and were 15~20units in outside treated traps. Simultaneous installation of internal and external sex pheromone traps succeeded in eliminating a considerable number of S. litura male moths, and the number of larvae was expected to be considerably reduced. Consequently in the experiment, captured male number of S. litura were about 220 units in outside, on the other about 80 of S. litura captured in inside installed traps.

갈색날개매미충을 효과적으로 방제하기 위하여 성충이 선호하는 향을 첨가한 황색끈끈이트랩으로 감과 아로니아 과수원에서 성충 포획시험을 2년 동안 수행하였다. ㈜마이크로자임에서 제공한 갈색날개매미충 유인물질은 Methyl salicylate, Phenylethyl alcolol 등으로 조성되었는데 실내시험 결과 93.3%의 유인력을 보였다. 유인물질 도말 황색끈끈이 트랩을 밤과 감 과수원에 설치하여 10일 후 유인충수를 조사한 결과 황색끈끈이트랩 대비 유인물질 도말 황색끈끈이트 랩이 2~3배 많이 포획되었다. 2017년에는 높이 180cm이며 가로 40cm, 세로 25cm 의 갈색날개매미충 포획용 끈끈이트랩 6장을 지지할 수 있는 트랩 거치대를 제작하여 발생밀도가 높은 전남 구례의 감 과수원과 광주 아로니아 과수원에 설치하여 10일 간격으로 트랩을 교체하며 성충 포획량을 조사하였다. 성충은 8월 중하순에 가장 많이 포획되었으며 기온이 낮아지는 10월에는 포획량이 급격히 줄어들었다. 트랩당 총 포획량이 감 과수원은 12,674마리, 아로니아 과수원은 9,251마리였다. 갈색날개매미충 방제에 유인물질 도말트랩이 효과적일 것으로 판단된다.

드론을 이용한 밭작물 병해충 방제기준을 설정하기 위하여 드론의 살포높이(3, 4, 5m), 진행속도(3m/sec, 4m/sec) 에 따른 하향풍 속도, 살포 폭, 약량별 감수지에서 입자크기, 살포조건별 낙하입자수 등 드론의 농약 살포특성을 조사하였다. 또, 배추의 주요해충인 배추좀나방, 파밤나방, 담배거세미나방에 대하여 항공방제용 농약 4종을 대상으로 치사농도와 약량을 검정하였다. 드론 표면별 평균 낙하입자비율은 표면 80.5%, 사면 14.8%, 밑면 4.7%였으며, 살포높이별 평균낙하입자수는 3m=53개/㎠, 4m=40개/㎠, 5m=39개/㎠였고, 진행속도별 평균낙하 입자수는 3m/sec=62개/㎠, 4m/sec는 25개/㎠였다. 약제별 배추좀나방 치사농도와 치사량은 승승장구 (10배, 2㎕), 포워드(15배, 1㎕), 섹큐어(20배, 0.5㎕), 레이서((25배, 0.5㎕)였으며, 파밤나방에 대하여는 섹큐어(20배, 1㎕), 레이서((20배, 1㎕), 담배거세미나방은 섹큐어(20배, 1㎕), 레이서((20배, 0.5㎕)였다. 따라서 배추 주요해충 방제를 위한 농약살포방법은 섹큐어액상수화제, 레이서액상수화제를 20배액으로 희석하여 3m 높이에서 3m/sec속도로 살포시 낙하 입자수 72개/㎠로 해충방제에 효과적이었다.