• International Journal of Highway Engineering
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• v.11 no.2
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• pp.121-132
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• 2009

Thin bonded continuously reinforced concrete overlay(CRCO) was constructed on He existing jointed plain concrete pavement(HCP) surface at Seo-Hae-Ahn express highway in South Korea in order to evaluate its applicability and performance. Two sections of road were considered for this evaluation. In the first section, the concrete overlayer was placed and cut down to the existing layer to form transverse joints while CRCO was constructed on top of the existing layer in the second section. Early strength concrete(Type III) was utilized for both overlay sections. The depth of milling and the thickness of overlaid layer were 5 cm and 10 cm, respectively. Several vibrating wire gauges(VWG) were installed to evaluate the performance of CRCO with respect to curling, delamination, and crack propagation. As a result of the strength test, it was found that strength of the material reaches the design criteria within 1-3 days. Analysis with vibrating wire gauge(VWG) showed CRCO effectively restricts joint movement. High adhesive strength also was observed from the material regardless of length of aging. Meanwhile, transverse cracks were observed on the middle of the section where JPCP overlay was applied whereas arbitrarily cracks in transverse direction were observed on the section where CRCP was applied.

• International Journal of Highway Engineering
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• v.7 no.2 s.24
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• pp.45-55
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• 2005

It is known that the Q/C(Quality Control) in the early age of portland cement concrete(PCC) pavement gives a huge effect on long term pavement performance. Thus, many studies regarding the construction of PCC pavement have focused on how to assure construction quality at the early age stage. Curing is one of the most important factor in Q/C of PCC pavement. Membrane curing that protects the evaporation of moisture by placing an impermeable layer on the slab surface is the most common practice for curing the PCC pavement. In order to improve the membrane curing practice, the rate of curing compound should be optimized. However, the optimum rate of curing compound considering Korean weather and environmental conditions has not been specified in the pavement construction specifications. In this study, a proper application rate was recommended in terms of minimizing evaporation with several full-scale tests where various rates of curing compound have been applied. Four test sites on the expressway were enlisted during the summer of 2002 and 2003. Application rates tested were in the range of $0. The rate of evaporation, the temperature pattern of the slab and the pulse velocity of concrete surface have been monitored at each test construction. The result from this study showed that the rate of current construction was approximately $160ml/m^2$ and that approximately $400ml/m^2$ of curing application was recommended as the proper rate for minimizing the moisture evaporation.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.12 no.2
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• pp.77-85
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• 1992

Layer material properties of asphalt concrete changes with climatic conditions. Pavement design and analysis should be performed in the representative climatic condition that gives standard physical properties of pavement layer materials. In this study, an evaluation procedure of pavement design temperature is proposed and programed based on damage effect analysis using fatigue failure criterion. Three regions, Seoul, Daegeon, and Pusan, are chosen to obtain the representative climatic data of South Korea. Domestic pavement design temperature is developed by applying the proposed algorithm to 6 domestic pavement section models with the respective regional climatic data. Asphalt concrete pavement failure criterion is also proposed for the condition of developed domestic pavement design temperature. The design temperature for the region of South Korea is estimated as $l7^{\circ}C$, which is converted to $23.6^{\circ}C$ for the AC surface layer temperature. It is found that the procedure to determine design properties of AC surface layer material at $20^{\circ}C$ gives overestimated results of AC moduli for the domestic pavement system. From the comparison study, it is also found that the estimated pavement design temperature is similar to the result of SHELL Design Chart.

• Journal of the Korea Concrete Institute
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• v.28 no.5
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• pp.571-579
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• 2016

RS-LMC (Rapid Setting Latex Modified Concrete) has been widely used as repair material for bridge deck overlay or rehabilitation, because the overlaid pavement could be opened to the traffic after 3 hours of curing. Although the field performance of RS-LMC generally indicates that it has an excellent bonding to the substrate and shows a long term performance, the crack by vibration of vehicles have been happened on the overlay of bridges in technical reports. In this study, experimental research was carried out to evaluate the vibration properties of RS-LMC overlays by using P.S.T (Pavement Shaking Table). Total 12 specimens were tested and the variables are Latex-cement ratio (L/C) and amplitude of vibration. The result shows that the number of cracks and the total length of cracks are reduced as the increase of Latex-cement ratio (L/C) until 15%. And the crack occurs at a very small strain than the proposed values by Walter, D, G and design codes.

• Proceedings of the Korea Concrete Institute Conference
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• 2008.11a
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• pp.789-792
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• 2008

Recently, the deteriorations of RC bridge decks on express-way are frequently observed. The major cause of deterioration for the RC concrete bridge decks exposed to de-icing chemiclas would be chloride-induced reinforcement corrosion. Therefore, Waterproofing is necessary for improvement of bridge deck durability and comfortable utility. In this study is to investigate the appearance of deterioration and properties of concrete core from the collect in a bridge deck. The results of this study shows that penetration waterproofing agents shows low infiltration depth and low water-repellent. It appears that the damaging of concrete deck is primarily waterproofing system rather than physical property.

• Cement
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• s.190
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• pp.32-38
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• 2011

콘크리트에서 알칼리골재반응은 내구성에 악 영향을 주는 일종의 암이라고 표현할 수 있다. 잠복기간이 길고, 균열이 나타나는 시기도 매우 오래 걸리기 때문이다. 이러한 현상이 1940 년대 알려지면서, 미국 ASTM에는 1950년에 모르타르봉 시험방법이, 1952년에 화학법이 각각 시험방법 규격으로 제정되었다. 국내에서는 한국도로교통연구원을 비롯한 전문연구기관 등에서 화학법 및 모르타르봉 방법으로 연구한 결과, 화학법에서는 일부 골재가 반응성이 있는 것으로 보고 되었으나, 모르타르봉 방법에서는 대상 골재에서 유해가능성이 낮은 것으로 보고되었다. 또한, 그동안은 구조물에서 알칼리골재반응에 의한 피해사례도 보고되지 않았고, 골재의 품질도 양호한 것으로 알려져 왔다. 그러나, 최근들어 서해안 고속도로 일부 구간에서 알칼리골재반응에 의한 포장노면에 균열 및 스폴링 등 심각한 피해사례가 보고되면서 국내에서도 관심이 높아지기 시작하였다. 특히 일본에서는 제 63회 시멘트기술대회 (2009년 5월 22일)에서 팽창기구의 재검토에 대한 이야기가 패널토의에서 제기되었고, 일부 시험방법의 이야기도 나왔다. 그동안의 골재는 현재의 규격만으로도 설명이 가능했는데, 최근의 골재들은 설명이 잘 안 되는 경우가 종종 있다는 이야기다. 이런 이야기들은 일본 지인들과 기술교류를 하면서 많은 이야기를 나누었고, 또한 우연히 문헌들을 독해하던 중 이런 이야기들을 경험한 문헌인 일본 태평양시벤트에서 발간되는 CEM'S 자료를 찾았기에 발췌 정리한 것이다.

• International Journal of Highway Engineering
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• v.13 no.4
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• pp.117-122
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• 2011

Asphalt concrete pavement can be widely seen on urban streets, highways, parking lots, and bike trails. Asphalt concrete pavement is relatively temperature sensitive materials due to the viscoelastic behavior, which can be defined as flexible performance in summer and rigid performance in winter. In terms of maintenance, it can be fixed quite easily if damaged. In addition, asphalt concrete pavement is generally found to be black and grey in color. However, several colors can be adopted to change the appearance of plain old boring, black and grey. Generally, there are two types of color systems in hot mix asphalt concrete materials. One system uses colored cementitious material that is applied to pavement surface through coating the surface of the asphalt pavement. The major disadvantage to this system requires a careful skill set to be used on the construction site in order to prevent taking off the cementitious material. The other coloring system colors the asphalt hot mixtures through using color additives. The main advantage to this system is that the asphalt pavement layer is colored using the same techniques that are already used in paving. The disadvantage is that the colors are limited to mainly reds and browns. In this study, a suggested color additive was evaluated, based on rutting, moisture sensitivity, and fatigue cracking performance.

• International Journal of Highway Engineering
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• v.9 no.2 s.32
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• pp.129-140
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• 2007

A major purpose of this study is to develop a drainage system that can quickly drain water penetrated into pavement layers to mitigate pot holes which is one of the major distress types in bridge deck pavements. This system can be established by applying a thin drainage layer between waterproof and pavement layers. The most important elements for this system are the performance of waterproof layer and construction technique for the thin drainage layer. The porous asphalt mix with the maximum aggregate size of 10mm is first developed based on the porous asphalt mix design guide proposed by NCAT, and various physical and mechanical tests are performed to confirm that the porous mix satisfies all the specification requirements. In addition, a series of laboratory tests including low-temperature bending and bonding strength tests for the MMA(Methyl Methacrylate) type of waterproofing material. It is observed from the tests that the MMA material satisfies all the specification requirements. To evaluate the Reld performance of the drainage system, a field study has been conducted on a relatively small size bridge. The QC/QA tests are conducted on the both waterproofing and pavement materials. It has been found that the drainage system works well to drain the water penetrated into the pavement layers.

• Journal of the Korea Concrete Institute
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• v.18 no.3 s.93
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• pp.355-360
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• 2006

The Alkali-Silica Reaction(ASR) may cause a serious failure in the concrete pavements and structures. Several researches in some nations have conducted the continuous studies to prevent failure of the concrete structures by the ASR distress as well as the studies to manifest the mechanism. The researches on the ASR have not been performed affluently in Korea because the distress due to ASR has seldom been reported literarily. In this study, we tried to set up the systematic scheme practically for verifying the cause of distress due to ASR by using the visual inspections in field, the chemical method, petrographic analysis, and Electron Dispersive X-ray Spectrometer(EDX) method of Scanning Electron Microscopy(SEM) in laboratory. The chemical method, petrographic method using SEM, and X-ray method were used to verify the cause of pattern crack on the surface and internal crack in the plain concrete pavement. It can be concluded that the distress of a specific site in plain concrete pavement was mainly due to ASR. The chemical method, the petrographic method and EDX method using SEM may be the effective tools for verifying the cause of AAR distresses.

• International Journal of Highway Engineering
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• v.12 no.2
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• pp.9-16
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• 2010

Roughness is the most important factor to maintain the road performance, and affects greatly on the design life in Jointed Plain Concrete pavements. Also, the factors the evaluate pavement‘s commonality is the three method such as functionality, safety and structural performance. In evaluating function of road, representative factors is the roughness, which has been used to determine maintenance time as key standard. As research for roughness is absence in pavement design. Applied roughness-model had a low-reliability in Korea. Therefore, it is needed to develop reliable model in road roughness. In this research, uniform specific is applied to distribute them after selecting the concrete pavements. Concrete pavement is divided by sections of 238. Total length of this sections has 281km and account for 16% of total road length in korean concrete pavements for selected sections. Considering the korean roughness-model, the evaluation of roughness is performed for the freezing index, average annual rainfall, condition for the base, the amount of traffic as well as spalling(%), cracking(%), age(year) at the selected section at the selected section. Also, additional sections is selected to evaluate various age which affects on the roughness. As a result of the analysis, it showed that spalling(%), cracking(%), age(year), and the condition of the base affected road roughness. When the correlation with the road roughness was analyzed, the reliable model for road roughness was proposed, and the ratio that can explain road roughness was R2-68.8% and P value-0 which is statistically meaningful.