• Journal of the Korean Recycled Construction Resources Institute
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• v.7 no.3
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• pp.224-234
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• 2019

Waterproof layers are installed in civil engineering structures and bridge construction is commonly finished by applying a layer of regular or asphalt concrete above the waterproof layer. However, asphalt materials are susceptible to melting at high temperature due to its superior temperature sensitivity, and this causes the waterproofing material to melt due to the high temperature of the asphalt concrete, thereby increasing the defect occurrence rate due to the thickness reduction. In this study, tensile strength and elongation of hard and soft type of MMA(Methyl Methacrylate) applied to bridges were compared in accordance to standard performance criteria based on different mixture ratios. Results of comparative testing showed that hard MMA resin can display a satisfactory tensile strength, and soft MMA resin displays satisfactory elongation properties, but as the two resin types are separately used, neither types are able to satisfy the standard requirements outlined in KS F 4932. When the amount of the powder exceeds 56.25% of the total amount, voids are generated on the surface after curing and self leveling was impossible and a heterogeneous surface is formed. Furthermore, when the hard resin: soft resin: powder mixture ratio was set to 15g: 85g: 150g. the tensile strength was $1.5N/mm^2$ and the elongation percentage was 133% which satisfy the tensile performance of KS F 4932.

• Journal of the Korean Recycled Construction Resources Institute
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• v.4 no.3
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• pp.227-234
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• 2016

In this study, asphalt paving filler, which satisfies the KS standards, were prepared from industrial by-products, such as fly ash generated from thermal power plants, cogeneration ash generated from cogeneration plants, and desulfurized gypsum generated from the flue-gas desulfurization process. The properties of the prepared mixed filler and the existing limestone filler were compared through laboratory tests for preparing asphalt mixture using each filler. In addition, asphalt pavement field tests were conducted using the limestone filler and mixed filler. The dynamic stability, Marshall stability, tensile strength ratio, saturation, porosity, and flow value of the asphalt mixtures used in the field test were evaluated, as was done in the laboratory test. The laboratory and field construction test results revealed outstanding tensile strength ratio, Marshall stability and dynamic stability when using the prepared filler than for the existing limestone filler. Through optimization of the mixing design, the possibility of developing fillers, which the characteristics of the existing limestone filler, was confirmed.

• Journal of the Korean Recycled Construction Resources Institute
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• v.9 no.1
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• pp.109-116
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• 2021

In order to replace mineral aggregate used as road pavement materials with steel slag aggregate, this present study evaluated mechanical properties of SMA Concrete mixtures using steel slag aggregate as oxidized slag from electric furnace in iron works. The variables of this experiment are the aggregate type of mineral and steel slag and the sieve sized of 10mm and 13mm. The physical properties inclu ding the specific gravity and absorption rate etc. of the slag aggregate mixtu res satisfied the KS standard as asphalt mixtu re. As a resu lt of evalu ating the mechanical properties of the asphalt mixtures, the optimum asphalt content of the slag aggregate mixtures were lower than that of the mineral aggregate mixtures, but other quality standards were all satisfied. In the deformation strength evaluation, the slag aggregate mixtures were measu red slightly higher than that of the mineral aggregate mixtu res, and the dynamic stability test satisfied the 2,000pass/mm standard value in all specimens. And, the moduli of resilient of the slag aggregate mixtures showed an improved value compared with the mineral aggregate mixtures. Therefore, as the resilient rate of the slag aggregate mixtures improved, it is speculated that there will be an effect of improving public performance according to the repeated traffic load of the vehicle.

• Proceedings of the Korean Institute of Resources Recycling Conference
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• 2003.10a
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• pp.157-161
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• 2003

• Journal of the Korean Recycled Construction Resources Institute
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• v.4 no.4
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• pp.396-403
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• 2016

This study is based on the evaluation of a single component injection type adhesive repair material and a new 2 component type used in leakage of underground concrete structures. The studies showed that based on different mix ratio of the 2 component type adhesive sealant comprised of an asphalt main and latex mixture agent the viscosity of the material compound differed significantly. Based on a permeability testing, injection and economic efficiency, and performance, the appropriate ratio was determined to be 6:1 and was proceeded to the KS F 4935 evaluation method. The 2 component type adhesive sealant uses a static mixer and a cartridge type container for the injection procedure and was able to satisfy the evaluation criteria outlined in the KS F 4935 standard.

• International Journal of Highway Engineering
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• v.12 no.2
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• pp.17-23
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• 2010

Since the relatively stiff binder shows a higher tensile strength as well as higher rutting resistance, it is believed that the binder stiffness is an important factor for rutting and tensile strength of asphalt mixtures. The typical tensile property is measured by indirect tensile strength (ITS) test at $25^{\circ}C$ and the rutting resistance is most widely measured by wheel tracking (WT) test at $60^{\circ}C$. The deformation strength ($S_D$) is newly developed property to estimate rut resistance of asphalt concretes at $60^{\circ}C$. The ITS and $S_D$ are very simple to measure by static test techniques, but the WT is measured by repeated loading procedure which requires relatively longer time and more efforts. Since these three properties are highly dependent upon the binder stiffness, it may be possible to estimate one property from another. Therefore, this study investigate the possibility of estimating the rutting characteristics (measured by WT test) by ITS or $S_D$ test, and the ITS by $S_D$. Because of binder stiffness effect, in the WT estimation by ITS, a tendency was observed for the higher ITS mixture to have the lower rut depth, giving $R^2{\fallingdotseq}$0.6, on the average. The ITS estimation by $S_D$ showed $R^2{\fallingdotseq}$0.64, and the WT estimation by SD showed $R^2{\fallingdotseq}$0.84, which is highest correlation among the three. Therefore, it was concluded that there is relatively good possibility of estimating WT result by $S_D$, and even though $R^2$ is somewhat low, there is some correlation between WT and ITS.