• 한국방재학회:학술대회논문집
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• 2009.02b
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• pp.141.1-141.1
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• 2009

• International Journal of Highway Engineering
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• v.13 no.1
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• pp.41-48
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• 2011

Warm-Mix Asphalt(WMA) mixtures, which meet environmental protection and have high energy efficiency, are emerging as an alternative to hot-mix asphalt mixtures. The objective of this study is to evaluate WMA made with Aspha-min in the laboratory and to compare the design results accomplished by new Mechanistic-Empirical Pavement Design Guide(MEPDG) with control mixture. An asphalt mixture with a nominal maximum size of 12.5mm and PG64-28 binder was used. Resilient modulus tests for a control mixture and WMA with 0.3% and 0.5% of Aspha-min were conducted. The results obtained by MEPDG after inputting the test output into the design indicated that the predicted rut depth of WMA using Aspha-min was much lower than that of control mixture, and showed that WMA was more resistant to rutting than control mixture.

• International Journal of Highway Engineering
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• v.15 no.4
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• pp.107-116
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• 2013

PURPOSES: The liquid-type chemical warm-mix asphalt (WMA) additive has been developed. This study evaluates the basic properties of the additive and the mechanical properties of WMA asphalt and mixture manufactured by using the newly developed chemical additive. METHODS: First, the newly developed WMA additive was applied to the original asphalt by various composition of additive components and dosage ratio of additive. These WMA asphalt binders were evaluated in terms of penetration, softening point, rotational viscosity, and PG grade. Based on the binder test results, one best candidate was chosen to apply to the mixture and then the mechanical properties of WMA mixture were evaluated for moisture susceptibility, dynamic modulus, and rutting and fatigue resistance. RESULTS : According to the binder test, WMA asphalt binders showed the similar properties to the original asphalt binder except the penetraion index of WMA additive was a little higher than original binder. From the Superpave mix design, the optimum asphalt content and volumetric properties of WMA mixture were almost the same with those of hot mix asphalt (HMA) mixture even though the production and compaction temperatures were $30^{\circ}C$ lower for the WMA mixture. From the first set of performance evaluation, it was found that the WMA mixture would have some problem in moisture susceptibility. The additive was modified to improve the resistance to moisture and the second set of performance evaluation showed that the WMA mixture with modified chemical additive would have the similar performance to HMA mixture. CONCLUSIONS : Based on the various laboratory tests, it was concluded that the newly developed chemical WMA additve could be successfully used to produce the WMA mixture with the comparable performance to the HMA mixture. These laboratory evaluations should be confirmed by applying this additive to the field and monitoring the long-term performance of the pavement, which are scheduled in the near future.

• International Journal of Highway Engineering
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• v.18 no.1
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• pp.33-41
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• 2016

PURPOSES : This study primarily focused on evaluating the performance characteristics of 4.75-mm nominal maximum aggregate size (NMAS) asphalt mixtures for their more effective implementation to a layered flexible pavement system. METHODS : The full-scale pavements in the FDOT's accelerated pavement testing (APT) program, including 4.75-mm mixtures at the top with different thicknesses and asphalt binder types, were considered for the faster and more realistic evaluation of the rutting performance. The results of superpave indirect tensile (IDT) tests and hot-mix asphalt fracture mechanics (HMA-FM) based model predictions were used for cracking performance assessments. RESULTS : The results indicated that the rutting performance of pavement structures with 4.75-mm mixtures may not be as good as to those with the typical 12.5-mm mixtures, and pavement rutting was primarily confined to the top layer of 4.75-mm mixtures. This was likely due to the relatively higher mixture instability and lower shear resistance compared to 12.5-mm mixtures. The energy ratio (ER) and HMA-FM based model performance prediction results showed a potential benefit of 4.75-mm mixtures in enhanced cracking resistance. CONCLUSIONS : In relation to their implementation, the best use of 4.75-mm mixtures seem to be as a surface course for low-traffic-volume applications. These mixtures can also be properly used as a preservation treatment that does not necessarily last as long as 12.5-mm NMAS structural mixes. It is recommended that adequate thicknesses and binder types be considered for the proper application of a 4.75-mm mixture in asphalt pavements to effectively resist both rutting and cracking.

• International Journal of Highway Engineering
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• v.12 no.4
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• pp.111-120
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• 2010

This study evaluated strength properties of recycled asphalt concretes using warm-mix technology. Granite with maximum size of 13mm and penetration grade of 80-100 virgin binder were used for mixing in recycled mixtures. Mix design was performed using 20% and 30% RAP(coarse : fine= 6 : 4) contents. GPC, penetration, absolute viscosity and kinematic viscosity were measured for determining ratio of two warm-mix additives (Evotherm and Sasobit). Low-density polyethylene(LD) used as asphalt modifier for improving stiffness of recycled WMA mixtures in this study. Therefore, a total of 11 mixtures were prepared in this study; 8 warm-mix recycled mixtures(2 RAP contents${\times}$2 warm-mix additives${\times}$2 modifiers), 2 hot-mix recycled mixtures and 1 HMA virgin mixture(control). Deformation strength, indirect tensile strength, moisture sensitivity, permanent deformation by wheel tracking tests were measured out for evaluating fundamental properties of recycled asphalt concretes using warm-mix technology.

• International Journal of Highway Engineering
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• v.17 no.1
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• pp.43-49
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• 2015

PURPOSES : The objective of this study is to develop new pothole repair materials using polyurethane-modified asphalt binder, and to evaluate them relative to current pothole repair materials in order to improve the performance of repaired asphalt pavement. METHODS : In the laboratory, polyurethane-modified asphalt binder is developed, and then asphalt binder is added to produce pothole repair materials. In order to evaluate the properties of this new pothole repair material, both an indirect tension strength test and a direct tension strength test are performed to measure the material strength and bond strength, respectively. Additionally, the basic material properties are evaluated using the asphalt cold mix manual. The strength characteristics based on curing times are evaluated using a total of 7 types of materials (3 types of current materials, 2 types of new materials, and 2 types of moisture conditioned new materials). The indirect tension strength tests are conducted at 1, 2, 4, 8, 16, and 32 days of curing time. The bond strength between current HMA(Hot Mix Asphalt) and the new materials is evaluated by the direct tension strength test. RESULTS AND CONCLUSIONS : Overall, the new materials show better properties than current materials. Based on the test results, the new materials demonstrate less susceptibility to moisture, faster curing times, and an improved bond strength between HMA and the new materials. Therefore, the use of the new materials reported in this study may lead to enhanced performance of repairs made to asphalt pavement potholes.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.38 no.2
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• pp.311-317
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• 2018

The new asphalt surface reinforcement method (ASRM) is one of the preventive maintenance methods in asphalt concrete pavements. The adhesion performance of new ASRM satisfied the standard of non-slip pavement and bridge waterproofing materials. As a results of durability tests (as wheel load, rolling bottle and UV resistance test), the new ASRM showed sufficient resistance to traffic and environmental loads. The waterproof and chemical resistance tests of new ASRM were conducted to evaluate whether the pavement could be protected from water and chemicals and the performances of new ASRM were satisfactory. Furthermore, the new ASRM demonstrated some rejuvenation effects due to its toughness increases in recycled asphalt concrete mixture by 5% compared to the conventional hot mix asphalt mixture using reclaimed asphalt pavement. In conclusion, the new ASRM was evaluated to protect the asphalt concrete pavement and increase the lifetime.

• 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.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.5D
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• pp.783-796
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• 2006

Rut-resistance pavement is adopted to prevent pavement from plastic deformation since 1998. The objective of this paper is to investigate performance and economic efficiency between rut-resistance pavement and conventional hot-mix asphalt(HMA) on national highway. The pavement deterioration models incorporated in HDM-4 have been calibrated and adapted to local road conditions based on observed pavement rut-depth data. Based on calibration result of HDM-4, the economic evaluation including road agency cost and user cost is performed for 34 road pavement sections. Furthermore, we presented optimal timing for maintenance and performance levels subject to different budget. We found that rut-resistance pavement is performing better than conventional hot-mix asphalt in most road sections. Furthermore, we confirmed that the application of HDM-4 is useful for pavement project planning and evaluation. More investigation is needed to enlarge the scope of the pavement data and to explore more deeply socio-environmental cost and delay cost.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.2 no.2
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• pp.11-18
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• 1982

The binder for hot mix type colored pavement must have the same physical qualities as the straight asphalt cement, but its color must not be dark-brown. We developed a kind of synthetic resin binder with light yellow color and confirmed its possibility as a binder for colored pavement through the several comparison tests between the straight asphalt cement concrete mixture and the mixture of binder and aggregate for colored pavement. For the pigment, it has been assured through tests that home products have the possiblities to be used. The binder has come to the stage of practical use through the trial mixing by asphalt mixing plant and the trial field placing. The mixing operation and the paving method of colored mixture are same as normal asphalt concrete mixture, but the quantity of pigment replaces that of mineral filler. The required content of pigment is decided by the trial mixing with other materials to be used.