• International Journal of Highway Engineering
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• v.11 no.1
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• pp.1-12
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• 2009

A new mix design procedure for cold in-place recycling using foamed asphalt (CIR-foam) has been developed for Iowa Department of Transportation. Some strengths and weaknesses of the new mix design parameters were considered and modified to improve the laboratory test procedure. Based on the critical mixture parameters identified, a new mix design procedure was developed and validated to establish the properties of the CIR-foam mixtures. As part of the validation effort to evaluate a new CIR-foam mix design procedure, dynamic moduli of CIR-foam mixtures made of seven different reclaimed asphalt pavement (RAP) materials collected throughout the state of Iowa were measured and their master curves were constructed. The main objectives of this study are to provide: 1) standardized testing procedure for measuring the dynamic modulus of CIR-foam mixtures using new simple performance testing (SPT) equipment; 2) analysis procedure for constructing the master curves for a wide range of RAP materials; and 3) impacts of RAP material characteristics on the dynamic modulus. Dynamic moduli were measured at three different temperatures and six different loading frequencies and they were consistent among different RAP sources. Master curves were then constructed for the CIR-foam mixtures using seven different RAP materials. Based upon the observation of the constructed master curves, dynamic moduli of CIR-foam mixtures were less sensitive to the loading frequencies than HMA mixtures. It can be concluded that at the low temperature, the dynamic modulus is affected by the amount of fines in the RAP materials whereas, at the high temperature, the dynamic modulus is influenced by the residual binder characteristics.

• International Journal of Highway Engineering
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• v.12 no.1
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• pp.79-86
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• 2010

Cold in-place recycling (CIR) using emulsified asphalt or foamed asphalt has become a more common practice in rehabilitating the existing asphalt pavement due to its cost effectiveness and the conservation of paving materials. As CIR continues to evolve, the engineered emulsified asphalt was developed to improve the field performances such as coating, raveling, retained stability value and curing time. The main objective of this research is to compare the laboratory responses of the engineered emulsified asphalt (CIR-EE) mixtures against the foamed asphalt (CIR-foam) mixtures using the reclaimed asphalt pavement (RAP)materials collected from the CIR project on U.S. 20 Highway in Iowa. Based on the visual observation of laboratory specimens, the engineered emulsified asphalt coated the RAP materials better than the foamed asphalt because the foamed asphalt is to create a mastic mixture structure rather than coating RAP materials. Given the same compaction effort, CIR-EE specimens exhibited lesser density than CIR-foam specimens. Both Marshall stability and indirect tensile strength of CIR-EE specimens were about same as those of CIR-foam specimens. However, Marshall stability and indirect tensile strength of the vacuum-saturated wet specimens of CIR-EE mixtures were higher than those of CIR-foam mixtures. After four hours of curing in the room temperature, the CIR-EE specimens showed less raveling than the CIR-foam specimens. On the basis of test results, it can be concluded that the CIR-EE mixtures is less susceptible to moisture and more raveling resistant than CIR-foam mixtures.

• Journal of the Korean Recycled Construction Resources Institute
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• v.6 no.3
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• pp.199-206
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• 2018

Due to the advantages of less raw materials and fossil fuel consumption, lower carbon footprint, and the capability of pavement performance improvement, the recycling technology of asphalt is developed and applied for road rehabilitation and construction in the western countries over the past two decades. Cold recycled asphalt mixtures are bituminous materials normally made by mixing recycled aggregate from wasted asphalt with an asphalt emulsion and water at room temperature. This paper aims at investigating the properties of cold recycled asphalt mixture with alkali-activated filler according to wasted asphalt aggregate content. As a result, as the content of wasted asphalt aggregate increased, the marshall stability of cold recycled asphalt mixture decreased and void ratio increased. Also, grading curves for cold recycled asphalt mixture as specified in GR criteria were satisfied in all aggregate mixing conditions regardless of the wasted asphalt aggregate content.

• 한국도로학회지:도로
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• v.5 no.4 s.18
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• pp.36-46
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• 2003

포장구조체에서 요구되는 강도를 갖게 하는 구조 설계의 방법은 경험적 절차부터 반역학적 절차까지 발전되어 왔다. 재생 가열아스팔트혼합물이 기존의 가열아스팔트혼합물(HMA)과 비교하여 비슷하거나 때에 따라 더 좋은 성능을 가져오므로, AASHTO설계지침서에서는 본질적으로 재생(recycled) HMA 재료와 신생(virgin) HMA 재료간의 차이가 없다고 기술하고 있으며, 기존 HMA 재료에 사용되는 덧씌우기설계법의 구조회복 분석방법(structural rehabilitation analysis method)을 재생포장설계에도 권장하고 있다. 재생 가열아스팔트의 설계를 위한 AASHTO 방법은 설계교통량, 교통량 및 수행능력예측의 신뢰수준, 공용기간, 그리고 포장상태 평가지수에 의하여 결정된 포장구조체에서 요구되는 포장두께지수(SN)에 기초한다. 포장두께지수(SN)는 포장층 두께, 상대강도계수, 각 층의 배수조건들의 곱의 조합으로서 나타내어질 수 있다. 덧씌우기로 간주될 수 있는 재생된 층의 포장두께지수(SN)는 기존 포장에서의 포장두께지수와 보강된 포장에서 요구되는 포장두께지수의 차이에 의하여 계산되어질 수 있다. 상대강도계수의 값은 AASHTO 설계지침에 명시되어 있다. AI 방법은 교통량, 노상의 회복탄성계수, 그리고 설계두께를 계산하기 위한 표층과 기층의 종류를 사용한다. 이 방법은 재생된 가열혼합물질과 기존의 가열혼합물질과는 거의 비슷한 성능을 나타낸다고 본다. 또다른 AI 방법에 의하면 재생된 층은 덧씌우기층이라고 간주하고, 현재의 포장두께와 요구되어지는 포장두께 사이의 차를 이용하여 재생될 층의 두께를 산정한다. 소요되는 덧씌우기 두께는 포장의 현장 상태지수(condition rating)와 각 종류에 따른 포장체와 포장재료가 아스팔트 콘크리트층의 등가두께로 전환되어 나타나는 방법에 근거하여 결정될 수 있다. 또 다른 방법은 포장체 각 층의 물성과 하중을 이용한 컴퓨터 프로그램에 의하여 산정된 하중-변형 응답에 의한 설계 방법을 포함한다. 이런 방법들에서는 포장체는 탄성이나 점탄성층 위에서 탄성이나 점탄성 거동을 보인다고 가정한다. 재생 상온혼합물에서의 AASHTO 설계 방법은 가열혼합물의 설계방법과 유사하다. 그러나, 재생 상온혼합물에서의 상대강도계수는 시공방법에 좌우되므로, 기술자의 판단을 근거로 하여 결정되어져야 한다. AI방법에서는 포장구조체를 다층탄성구조라고 보고, 노상의 강도와 설계 교통량을 근거로 요구되는 포장두께를 결정한다. 재생 상온혼합물 기층의 두께는 재생 상온혼합물 기충 위에서 가열아스팔혼합물에 대하여 산정된 덧씌우기 두께를 이용하여 결정할 수 있다. 아스팔트 표면의 재생은 기존 포장의 구조적 능력을 정상적으로 개선할 수 없으므로, 표면 재생의 두께를 설계하는 방법은 없다. 그러나, 임의의 덧씌우기 두께는 기존의 덧씌우기 설계법에 기초하여 산정 할 수 있다. 만약 덧씌우기가 승차감만을 개선시킨다고 여겨진다면, 혼합물에서 사용되어지는 최대 골재 크기에 기초한 최소 두께를 결정할 수 있다.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.2 no.2
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• pp.65-71
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• 2001

Recently the quantities of waste asphalt concrete at construction sites have increased greatly, but the maintenance and final disposal is very difficult problem. Therefore, we were faced with a worsening environmental problem brought about illegal measures. One of the most effective recycling method is cold recycling. This method will satisfy treatment and recycling of construction wastes. Also it is very important question in the preservation of environmental and natural resources. So, in this paper, we dealt cold recycling modified asphalt mixtures using emulsified asphalt to concern the effect of adding reclaimed asphalt concrete 30, 40, 50% and using SBR Latex for modified asphalt mixtures.

• Journal of the Korean Society of Hazard Mitigation
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• v.3 no.1 s.8
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• pp.133-140
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• 2003

The research was performed to evaluate the cracking resistance characteristics of cold-mixed reclaimed asphalt pavement (RAP) using indirect tensile strength test and fatigue tests. Indirect tensile tests were conducted to estimate the indirect tensile strength at variable temperatures($10^{\circ}C\;and\;20^{\circ}C$). Fatigue tests were also carried out using 500kgf, 400kgf, and 300kgf of dynamic loads, and the fatigue life (Nf) for each mixture was measured. Indirect tensile strength of cold-mixed reclaimed asphalt pavement was about 90% of conventional 13mm dense-graded asphalt mixture. Fatigue life of cold-mixed reclaimed asphalt mixture was 70%, 55%, 30% (for 500kgf, 400kgf, 300kgf of load level, respectively) of the conventional one.

• 한국방재학회:학술대회논문집
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• 2009.02b
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• pp.81.1-81.1
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• 2009

• 한국도로학회:학술대회논문집
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• 2008.10a
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• pp.251-257
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• 2008

• Journal of the Korean Society of Hazard Mitigation
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• v.9 no.3
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• pp.1-7
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• 2009

In order to use recycled aggregate as pavement base or subbase materials, the US and many other European countries have started research since the early 1980s. Korea also had a recycle idea as a plan for the vast amount of construction wastes due to the downtown renovation in the 1990s, but was not put into practical use. After the resources saving and recycle expedition law in 1994, wastes from construction sites that have more than a certain amount of construction budget were recycled as pavement base and subbase materials, but now, researches are being conducted to use them as paving materials. The use of construction wastes is meaningful in many ways. It helps the natural conservation and aggregate consumption, and also improves pavement performance. This research presents a development of cold-mixed reclaimed asphalt pavement materials using recycled aggregates.

• Applied Chemistry for Engineering
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• v.25 no.4
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• pp.409-413
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• 2014

This study was carried out to design the optimum mixing ratio of aggregate, cyclic aggregate, and binder (moisture, emulsified asphalt, and emulsion type additives) and produce recycling cold asphalt paving mixture satisfying site work standard. The cyclic aggregate satisfying KS F 2572 was collected from waste asphalt by adequate processing. As the moisture content increased, the shearing strength was decreased. The maximum marshall stability was shown at the 3.0 wt% moisture content. So the optimum moisture content was 3.0 wt%. The marshall stability and flow value with the amount of emulsified asphalt was satisfied in the range of 0.5~2.5 wt%, and the porosity was satisfied in the range of 0.7~2.5 wt%. So the optimum amount of emulsified asphalt was 1.6 wt%. The optimum amount of emulsion type additive was 0.1 wt% in the light of marshall stability and degree of saturation of recycling cold asphalt mixture.