• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.1
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• pp.717-724
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• 2020

In general, the factors affecting the heat transfer of asphalt pavement are divided into weather factors and pavement materials. Among them, material factors include the thermophysical and surface properties. An experiment was conducted on the thermal-physical factors of asphalt, which are the basis for the pavement failure model. The thermal conductivity, specific heat capacity, thermal diffusivity, and thermal emissivity were evaluated as the thermo-physical properties of asphalt. The specimens (WC-2 & PA-13) used in the experiment were compacted with a Gyratory Compactor. The experimental results of WC-2 and PA-13 showed a thermal conductivity of 1.18W/m·K and 0.9W/m·K, specific heat capacity of 970.8J/kg·K and 960.1J/kg·K, thermal emissivity of 0.9 and 0.91, and thermal diffusivity of 5.15㎡/s and 4.66㎡/s, respectively. Experiments on the heat transfer characteristics (thermo-physical properties) of asphalt pavement that can be used for thermal failure modeling of asphalt were conducted.

• Journal of the Korean Recycled Construction Resources Institute
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• v.11 no.3
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• pp.282-288
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• 2023

In this study, we analyzed the amount of roadside fine dust generated from newly constructed specially modified asphalt pavement and general asphalt pavement from existing roads. We collected the 1,000 g (100 g/day) of dust samples from the roadside of the express bus terminal and commercial facility area in Chungcheongnam-do's C site at three-day intervals during the summer of 2022 and 2023. The collected samples were separated from fine dust according to size in the 75-150 ㎛ range and, were separated only from Tire and Road Wear Particles through density separation. No.1-3 are general asphalt pavement section as an existing road. Fine dust and Tire and Road Wear Particles in No.1-3 were 24.27 g, 24.36 g, 0.53 g, and 0.53 g, respectively, and the quantitative results for 2022 and 2023 were similar. On the other hand, No.4-6 are newly constructed specially modified asphalt pavement section. Fine dust decreased by 14.8 % and tire and road wear particles decreased by 29.6 % in 2023 compared to 2022 in No.4-6. In addition, according to the results of thermogravimetric analysis, Tire and road wear particles in No.1-3 are tire and road components at 30 % and 70 %, respectively. And Tire and road wear particles in No.4-6 are tire and road components at 35 % and 65 % in 2023, respectively. From these results, it was confirmed that the newly constructed specially modified asphalt pavement can be effective in reducing roadside fine dust and Tire and Road Wear Particles. However, there may be some shortcomings in conclusive research results due to limited space and sample collection period. In the future, we plan to conduct various case studies.

• Journal of the Korean Society of Hazard Mitigation
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• v.9 no.1
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• pp.49-55
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• 2009

Our domestic economy has been developed very rapidly after 1960's. Also, it is dramatically increasing traffic on road and surround environmental issues. Especially, rapid economic growth has been induced large construction of pavement, and bigger and higher traffic for transportation. These are making air pollution, traffic noise and vibration. The social requirement against the revealed road environment and traffic sound reduction is being demanded. Traffic noise of city zone is showed over the environmental specification more than 57%. In order to overcome these situations, the social attention is being increased. The quiet pavement is the same format of permeable pavement, but is not same for functional performance. In this research, it has been carried out to evaluate the fundamental-mechanical properties of hot mix asphalt for quiet pavement. Especially, couple of laboratory tests are conducted like marshall stability, resilient modulus, indirect tensile test, and compaction energy analysis with gyratory compaction curve. Also, two-layer pavement system has been adopted for developing of quiet pavement. The basic performance of hot mix asphalt of quiet pavement show a satisfaction of specification of hot mix asphalt.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.12 no.7
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• pp.3296-3301
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• 2011

The Porous pavement gains popularity because of several benefits. It is to minimize hydro-planning condition, spraying condition, and splash to increase friction resistance, and decrease noise. Also, other studies showed that it is important to have appropriate porosity to reduce noise and water flush. The purpose of this study is an evaluation on the mechanical properties of asphalt pavements for surface course. In this study the specimen was manufactured using the Gyratory compactor in order to compact the strengthened surface course that involved the two-layer pavement. This study is conducted by using Marshall stability test(KS F 2377), Impact resonance test, Schmidt hammer test(KS F 2730), and the Uniaxial compression test(KS F 2314). Using the Uniaxial compression test and Schmidt hammer test, the values of compressive strength and bearing capacity were measured, and the modulus of elasticity for each specimen was respectively measured using the Uniaxial compression test, Impact Resonance test.

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