• 한국도로학회:학술대회논문집
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• 2008.03a
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• pp.159-164
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• 2008

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.6D
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• pp.803-810
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• 2011

The public interest of global warming and energy shortage is gradually increased, and the related industries also have become interested in developing eco-friendly material and technology. Warm-mix asphalt (WMA) is a result of the developments to alleviate global warming and energy problems. This WMA is produced at lower temperatures than the temperature at which hot mix asphalt (HMA) is produced. Because most tests in Superpave are developed only for the performance and maintenance of HMA produced by hot temperatures, it is difficult for the tests to identify properly the material properties and then evaluate the performances between HMA and WMA. This study deals with the development of a new protocol to differentiate HMA and WMA performance, and especially the interfacial properties between asphalt and aggregate are targeted as the performance indicator; thus, an evaluation method and guideline are suggested. The concept and idea of the test method applied in this study were modified from the DSR moisture damage test protocol. In addition, TSR test was performed to affirm the relation between the asphalt-aggregate interface and the asphalt-aggregate mixture performances. The followings are the results of this study. Shear stress at 85% linear visco-elastic complex modulus (LVE $G^*$) can be a better parameter than LVE $G^*$, which can assess the interfacial or bonding performance between asphalt and aggregate. Moreover, measuring the bonding performance in thinner film thicknesses will be a better way to evaluate the real and field situation between asphalt and aggregate. The interfacial properties' criteria to apply the newly developed test and parameter should be developed, after the asphalt mixture criteria relating to the interfacial properties are completed.

• Resources Recycling
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• v.9 no.3
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• pp.37-45
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• 2000

This paper presents the experimental test results on moisture and freeze-thaw resistance of hot mix crumb rubber modified (CRM) asphalt concrete mixture. To compare the differences in mechanical properties of conventional and CRM asphalt concretes, various tests were conducted under different moisture conditions and freeze-thaw cycles. Marshall mix design was also performed to determine the optimum asphalt contents for the both asphalt concrete mixtures. Test results revealed that the moisture and freeze-thaw resistance of CRM asphalt mixture was superior to the conventional asphalt concrete. As a result, it is considered that the utilization of waste tires in asphalt pavements has the potential of minimizing the damage due to the moisture and freeze-thaw.

• 한국도로학회:학술대회논문집
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• 2002.10a
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• pp.89-92
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• 2002

The objective of this research is to evaluate engineering properties of recycled aggregates, slag as coarse & fine aggregate and waste foundry sand(WFS) as fine aggregate, in hot mix asphalt(HMA). In this research, soundness, gradation and particle analysis, abrasion, specific gravity and absorption test were carried out. The optimum asphalt binder content(OAC) for various HMA combinations of recycled aggregate was determined by Marshall Mix Design. The ranges determined is between 7.2% and 7.5%. Indirect tensile test, resilient modulus test, creep test were carried out for characterization of rutting behavior of various combination of HMA. Judging from the limited tests, the HMA with recycled aggregates is not as good rutting resistance as the HMA with common aggregates. After finishing the Wheel tracking test, the application or feasibility for the use of recycled aggregate as asphalt paving material will be determined.

• 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.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.3D
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• pp.425-433
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• 2006

The presented work provided a predictive equation for dynamic modulus of hot mix asphalt, which showed higher reliability and more simplicity. Lots of test result by UTM at laboratory has been used to develop the precise predictive equation. Evaluation of dynamic modulus for 13mm and 19mm surface course and 25mm of base course of hot mix asphalt with granite aggregate and two asphalt binders (AP-3 and AP-5) were carried out. Superpave Level 1 Mix Design with gyrator compactor was adopted to determine the optimum asphalt binder content (OAC) and the measured ranges of OAC were between 5.1% and 5.4% for surface HMA, and around 4.2% for base HMA. The dynamic modulus and phase angle were determined by testing on UTM, with 5 different testing temperature (-10, 5, 20, 40, & $55^{\circ}C$) and 5 different loading frequencies (0.05, 0.1, 1, 10, 25 Hz). Using the measured dynamic modulus and phase angle, the input parameters of Sigmoidal function equation to represent the master curve were determined and these will be adopted in FEM analysis for asphalt pavements. The effect of each parameter for equation has been compared. Due to the limitation of laboratory tests, the reliability of predictive equation for dynamic modulus is around 80%.

• International Journal of Highway Engineering
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• v.16 no.2
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• pp.19-24
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• 2014

PURPOSES : The study objective was to evaluate rheology and physical properties of SBS-modified warm-mix asphalt (WMA) binders in comparison with hot-mix asphalt (HMA) binders. METHODS : Four different SBS polymers were used to prepare polymer-modified asphalt (PMA) binders, and three different warm-mix additives (WAD) were used to prepare a total of 12 WMA PMA binders. The kinematic viscosity was measured at 115, $135^{\circ}C$. The PG was determined using DSR and BBR. The pass/fail (P/F) temperatures for high and low PG grading were evaluated for HMA PMA and WMA PMA binders. RESULTS : PG 76-22 binders could be prepared by modifying the base binder (PG 64-22) using 4.5 wt% of SBS. The kinematic viscosity (KV) of SBS PMA was increased by 3 times higher than that of base asphalt. The SBS PMA with WAD showed 10% lower KV than that of the normal SBS PMA at $115^{\circ}C$ The high P/F temperatures showed almost no difference between HMA PMA and WMA PMA binders. The high P/F temperature showed very high correlations with KV ($R^2$ > 0.97). The result of SBS modification caused increase of low P/F temperature by $2.7^{\circ}C$ on average. CONCLUSIONS : Since the PMA with WAD showed 10% lower KV than normal (HMA) PMA at $115^{\circ}C$, reducing PMA mixture temperature down to a WMA level was possible in this study. The higher KV binders showed the higher P/F temperature. There was almost no change in high P/F temperature due to the use of WAD. The SBS PMA, showing an increased low P/F temperature, might show somewhat poorer performance at low-temperature, even though the lower PG grade was staying at the same level, i.e., $-22^{\circ}C$.

• Journal of The Korean Society of Agricultural Engineers
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• v.62 no.3
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• pp.29-38
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• 2020

Since some warm-mix asphalt (WMA) concretes were known to show poorer rut resistance than the hot-mix asphalt (HMA) concretes, many studies were performed in efforts of improving its performance at high temperature. The reason is assumed to be due to the moisture remaining in aggregates dried at lower temperature. Therefore, not only the rut resistance, the crack resistance of WMA concrete was also in question. In this study, fatigue life of WMA concrete was evaluated in comparison with HMA using 3-point bending (3PB) beam test. The asphalt mixtures were prepared based on Korean mix-design guide using a 13 mm dense-graded aggregate and 6 binders; two HMA binders and four WMA binders. By 3PB fatigue test, normal (unmodified) and polymer-modified WMA concretes were evaluated in comparison with normal and polymer-modified HMA concretes at a low temperature (-5℃). The results showed that most of WMA concretes showed longer fatigue lives than HMA concretes, even though the same PG binders were used for HMA and WMA. This result indicates that the WMA concretes have stronger resistance against fatigue cracking than HMA at the low temperature, and this result is in contrast to the high-temperature performance test.

• Journal of the Korean Society of Hazard Mitigation
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• v.9 no.1
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• pp.57-64
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• 2009

This study intends to evaluate of the characteristics of pavement deformation and develop the model for prediction model in the asphalt layer using a regression analysis. In test, there are two different asphalt binders and 5 different aggregate types. The air voids of hot mix asphalt are 6% and 10% for target value. Repeated triaxial compression test with 3 different confining pressures was used for test at 3 different test temperatures. It is going to verify the main parameters for permanent deformation of HMA and to develop the distress model. This paper is to figure out the factor affecting the pavement deformation, and then to develop model the pavement deformation for asphalt mixture. Also, the reliability of prediction model has been studied. The permanent deformation prediction model for asphalt mixtures with temperature, loading time, and air voids has been developed and the proposed permanent deformation prediction model has been validated by using the multiple regression approach which is called Statistical Package for the Social Sciences(SPSS).

• 한국도로학회:학술대회논문집
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• 2004.10a
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• pp.263-266
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• 2004