• International Journal of Highway Engineering
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• v.7 no.4 s.26
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• pp.69-77
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• 2005

Joint spacing is a potent influence in increasing the long term performance of jointed concrete pavement slabs through the control of tensile stress, sealant failure and Load Transfer Efficiency (LTE). Internal Joint Spacing is an empirical and fixed method therefore this study will present the optimum joint spacing considerations depending on various climactic conditions. Calculating the optimum joint spacing eliminates random cracking due to the effect of the environmental loads such as the early behavior of drying shrinkage and heat hydration. Optimum joint spacing is calculated so as not to cause pavement distress by the deterioration of LTE by long term pavement movement. This study shows that the provisional joint spacing is 6-8m. Pavement Distress Prediction Models show that pavement distress has no effect on joint spacing of 8m.

• Journal of the Korean Geosynthetics Society
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• v.14 no.4
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• pp.11-21
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• 2015

The method to replace asphalt and cement is needed to reduce the carbon emission on road. Polymeric material which is light and easy to handle while having complex function with less carbon emission would be highly effective when it replaced soil pavement containing cement. This study is intended to identify the usability of soil pavement containing organic solidification agent only through the field test. Pavement on bike trail still satisfied required bearing capacity coefficient in 3 months. Pavement after passing 1.6 bil units of bike through pavement acceleration test that simulated a long-term serviceability during a short-time still remained unaffected, demonstrating a long-term serviceability of soil pavement.

• International Journal of Highway Engineering
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• v.4 no.1 s.11
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• pp.123-134
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• 2002

Special pavement test sections were selected to develop a distress prediction model on asphalt pavement of National Highway. Experimental design was conducted for the selection of LTPP sections on in-service pavement(new and overlaid pavement) using several variables affecting pavement performance. Preliminary sections that satisfied the design template were chosen from the national highway database, and final selection was fixed through field inspection. The number of monitoring section is 95 including 47 overlaid pavement. A pavement distress data such as crack and rutting were collected for two years. An interim pavement performance analysis was peformed to show feasibility of performance monitoring program. Data related pavement such as traffic, weather, material characteristic and crack etc. should be collected for next project years and distress prediction model will be developed through the statistical analysis.

• 한국도로학회지:도로
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• v.17 no.1
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• pp.28-31
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• 2015

• International Journal of Highway Engineering
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• v.4 no.3 s.13
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• pp.43-49
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• 2002

Asphalt pavements have to perform under the conditions of heavily-loaded vehicles due to the industrialization and large temperature variance between the summer and the winter. Due to these factors, a characteristics change of early permanent deformation becomes a big issue, and to remedy this problem many research to use modified asphalt are being widely conducted. However, most of the modified asphalt is being paved after milling the surface course and applying tackcoating, and it is being used mostly for the repair and maintenance purpose rather than pavement of new national road. The purpose of this investigation is to obtain some fundamental data for the evaluation of the performance and long-term performance of the construction material mixtures by the laboratory test and field experiments. For the field experiment, 200m of two-lanes national road, that is being paved for the new national road under the direction of Pusan Regional Construction Management Office, was paved with SBS PMA and PSMA asphalt mixtures, which are an modified asphalt mixtures used for the surface course, on top of the base course paved with other modified asphalt mixtures. The remaining section of the new national road was paved with dense grade mixture. The laboratory tests assessed and analyzed the mixture characteristics by Marshall's stability test, strength tests and wheel-tracking test. On the basis of the evaluation result of the temperature control and roughness of the newly constructed road at the field experiment site, it is desired to evaluate and identify the most economic modified asphalt mixtures by long-term performance evaluation and LCC(Life Cycle Cost) analysis in order to apply the test result to the design of new road construction in the future.

• International Journal of Highway Engineering
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• v.9 no.4
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• pp.159-169
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• 2007

In this paper, a PMS(Pavement Management System) is presented for the public agency who wish to execute rational repair by referring to asset management information regarding road pavement. The aim of the paper is to provide the decision makers with the planning information regarding maintenance strategies for efficient road pavement management. We found that life cycle cost can be minimized and repair cost in each year fluctuates when repeating repair at the IRI management level. The validity of PMS application presented in this paper is investigated through case studies for conducted for 22 national highway road sections in Korea.

• Proceedings of the KAIS Fall Conference
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• 2009.12a
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• pp.367-369
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• 2009

해안도로에 건설되는 콘크리트 포장체는 염해의 영향을 받는다. 또한 해안도로의 기초가 되는 지반은 약 5%가 연약지반으로 이루어져 있으며, 이에 대해 적절한 처리가 이루어지지 않으면 시간이 지남에 따라 침하가 발생하여 포장체에 부정적인 영향을 끼칠 수 있다. 연약지반의 장기적 거동에 의한 부등침하로 콘크리트 포장체에 균열이 발생할 경우, 염분의 침투 및 포장체내로의 확산이 가속되어 균열을 더욱 심화시키는 역할을 하게 된다. 본 연구에서는 이와 같이 포장체와 하부지반의 상호 유기적인 관계를 규명하고 부정적 영향의 정도를 예측함으로써 해안도로의 건전성 및 공용성을 확보를 위한 근간을 제공하고자 한다.

• Journal of the Korean Recycled Construction Resources Institute
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• v.9 no.4
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• pp.633-641
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• 2021

The study performed long-term performacne evaluation on the hot mix asphalt using the steel slag aggregates and Reclaimed Asphalt Pavement (RAP). The laboratory comparative evaluation was conducted between conventional Hot Mix Asphalt (HMA) which is entitled WC-2 and HMA containing steel slag and RAP which is entitled ES WC-2(R). Dynamic stability test, dynamic modulus test, and fatigue crack test were conducted during the comparative evaluation process. The dynamic stability test result showed that ES WC-2(R) was 140% higher than WC-2. It is noted that ES WC-2(R) showed no inflection point whereas WC-2 showed inflection point during the dynamic stability test which implies ES WC-2(R) has the higher moisture susceptability than WC-2. The dynamic modulus of ES WC-2(R) were 342.3%, 486.7%, and 350.0% higher than WC-2 at medium temperature of 21℃, low temperature of -10℃, and high temperature of 38℃ respectively. The test result showed that rutting resistance of ES WC-2(R) is higher than WC-2 at all temperature spectrum. The fatigue resistance of ES WC-2(R) were 31.7%, 325.3%, 899.9% higher at low stress level, medium stress level, and high stress level, respectively. The test result showed that ES WC-2(R) is higher than WC-2 at all stress levels. Based on the laboratory comparative evaluation, The in-situ scale Accelerated Pavement Test (APT) was conducted comparing WC-2 and WC-2(R). APT found that the rutting resistance of WC-2(R) was 45% higher than WC-2.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.12
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• pp.532-541
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• 2016

The objective of this paper is to support accurate pavement condition assessment and decision of proper maintenance method and time by conducting visual inspection and calculating the remaining life of pavement from falling weight deflectometer(FWD) data. Each was implemented in the same long-term performance pavement(LTPP) sections. Visual inspection was executed to measure pavement condition indices such as crack, rutting and international roughness index(IRI) and the Seoul Pavement Index(SPI) was calculated based on these results. The dynamic modulus was back-calculated from the FWD data. The remaining pavement lives were determined from equivalent single axle loading(ESAL) and FWD data. Correlation of maintenance priority by each result value was examined. Consequently, the correlation between remaining life to Crack and Rutting was higher than the other factors or indicesbecause IRI is not related to FWD value and SPI value consists with IRI value and other indices. The R-square value of correlation of FWD with Crack and Rutting was 0.65, which indicated an insufficient correlation. Consequently, when decision of maintenance of method, time, etc. is determined, FWD data have to be considered with Crack and Rutting because of those relations.

• International Journal of Highway Engineering
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• v.12 no.3
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• pp.1-8
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• 2010

This study is performed to evaluate the physical and mechanical characteristics of an acryl polymer concrete that is developed as an overlay material for cement concrete slabs and pavements. Various laboratory tests including viscosity, flow, compressive strength, flexural strength, tensile strength, linear shrinkage, thermal expansion and thermal compatibility tests are performed. It is observed from the laboratory tests that the acryl polymer concrete developed in this study satisfies all the requirements suggested by ACI guideline. In addition to the laboratory tests, an accelerated performance testing (APT) is conducted to validate the performance of the acryl polymer concrete. During the APT, no significant distresses are observed until 15,903,939 cycles of equivalent single axle loading is applied. Finally, a 10mm thick overlay with the acryl polymer concrete is applied on top of an old deteriorated concrete pavement to evaluate field performance. Right after the field construction, skid resistance, noise and roughness are measured. The skid resistance and noise level have been significantly improved while the roughness is increased. Periodic investigation for the field study section will be conducted to evaluate the long-term performance.