• International Journal of Highway Engineering
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• v.12 no.2
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• pp.9-16
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• 2010

Roughness is the most important factor to maintain the road performance, and affects greatly on the design life in Jointed Plain Concrete pavements. Also, the factors the evaluate pavement‘s commonality is the three method such as functionality, safety and structural performance. In evaluating function of road, representative factors is the roughness, which has been used to determine maintenance time as key standard. As research for roughness is absence in pavement design. Applied roughness-model had a low-reliability in Korea. Therefore, it is needed to develop reliable model in road roughness. In this research, uniform specific is applied to distribute them after selecting the concrete pavements. Concrete pavement is divided by sections of 238. Total length of this sections has 281km and account for 16% of total road length in korean concrete pavements for selected sections. Considering the korean roughness-model, the evaluation of roughness is performed for the freezing index, average annual rainfall, condition for the base, the amount of traffic as well as spalling(%), cracking(%), age(year) at the selected section at the selected section. Also, additional sections is selected to evaluate various age which affects on the roughness. As a result of the analysis, it showed that spalling(%), cracking(%), age(year), and the condition of the base affected road roughness. When the correlation with the road roughness was analyzed, the reliable model for road roughness was proposed, and the ratio that can explain road roughness was R2-68.8% and P value-0 which is statistically meaningful.

• International Journal of Highway Engineering
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• v.3 no.1 s.7
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• pp.165-176
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• 2001

Joints in jointed concrete Pavement are designed to control against randomly occurred cracks within slabs, which may be caused by temperature or moisture variation. The advantage of these artificial cracks (joints) over naturally occurred cracks are easy access of protections, such as installation of joint seal and load transfer mechanism. The potential benefits of joint seals are to prevent infiltration of surface water through the joint into underlying soil and intrusion of incompressible materials (debris, fine size aggregate) in to the joint, which may prevent weakening of underlying soils and spallings due to excessive compressive stress, respectively. For the adequate design of joint seal, horizontal variation of joint widths (horizontal joint movements) are essential inputs. Based on long-term in-situ joint movement data of sixteen jointed concrete pavement sections in Long Term Performance Pavement Seasonal Monitoring Program (LTPP SMP), it was indicated that considerable Portion of joints showed no horizontal movements with change in temperature. This Phenomenon is called 'Joint Freezing'. Possible cause for joint freezing is that designed penetrated cracks do not occur at a joint. In this study, a model for the prediction of the ratio of freezing joints in a particular pavement sections is proposed. In addition, possible effects of joint freezing against pavement performance are addressed.

• International Journal of Highway Engineering
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• v.9 no.4
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• pp.149-158
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• 2007

Evaluation of the asphalt mixture modified with crumb rubber modifier(CRM) was performed to estimate possibility of using it as a paying material. OACs(optimum asphalt content) of CRM modified asphalt mixtures by dry process and wet process were determined by Marshall mix design and Wheel tracking test and moisture susceptibility test by freezing and thawing were carried out with CRM modified asphalt mixtures at OACs. The results from these tests, resistance of permanent deformation of CRM modified asphalt mixtures were superior to one of AP-5 while showing very low resistance of moisture sensitivity by freezing and thawing. This means that CRM modified asphalt mixtures are very sensitive to freezing and thawing. However, CRM modified asphalt mixture with anti-stripping material showed high improvement to resistance of moisture susceptibility by freezing and thawing. Therefore, it is recommended that when CRM mixtures were used in domestic, CRM modified asphalt mixtures should be with prevention against freezing and thawing resistance by moisture susceptibility.

• International Journal of Highway Engineering
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• v.11 no.3
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• pp.75-83
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• 2009

A need still exists to evaluate the durability performance of cemented gedmaterials in road constructions using various cementing binders due to seasonal changes in fields as well as structural performance. In this paper, durability characteristics of stabilized granular base and subgrade materials, which is widely used in korea, was assessed using a laboratory repeated load resilient-deformation test under various freezing-thawing and wet-drying cyclic conditions. In addition, various resilient modulus models were adopted based on the test results. As a result, the estimated model coefficients agree well with the values from the literatures.

• Journal of the Korean GEO-environmental Society
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• v.15 no.1
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• pp.35-41
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• 2014

Many infra suructure such as road, railway, building and utility foundations have been damaged by the repeated freezing and thawing of the soil during winter and spring every year in seasonal frost region. The frost penetration depth is most important factor in the design of structure such as road, railway and building in seasonal frost region. This paper presents the results of calculation of frost penetration depth and frost heaving in concrete track for railway construction. Model concrete track were installed near the railway track in Gangwon, Gyeonggi, Choongbuk province and frost penetration depth were measured using methylene blue frost penetration depth gauge. Model concrete track in Cheolwon, frost heaving of concrete track were also evaluated. The measure of maximum frost penetration depth and frost heaving can be applied to design railway track for cold region in Korea.

• International Journal of Highway Engineering
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• v.12 no.2
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• pp.99-106
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• 2010

Until now, the thickness design of anti-freezing layer has been empirically conducted using the frost depth determined from the freezing index. This approach cannot consider the structural properties of anti-freezing layer, which can cause the over-design of pavement structure. This paper presents results of structural evaluation of anti-freezing layer using the Falling Weight Deflectormeter (FWD) deflections. The FWD testing was directly conducted on top of the subbase layer located at the embankment, cutting, and boundary area of each section. It is observed from this testing that the center deflections of pavement structure with anti-freezing layer are smaller than those without anti-freezing layer. The deflection reduction rates are 15~55% in the embankment, 11~64% in the cutting, and 2~38% in the boundary, respectively. It was also found that the use of antifree zing layer enables to reduce the Surface Curvature Index (SCI) values up to 24 percent. Fatigue lives show that pavement structure with antifreezing layer are about two times higher than the those without anti-freezing layer. This fact indicates that the anti-freezing layer should be considered as a structural layer in the asphalt pavement system.

• International Journal of Highway Engineering
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• v.18 no.3
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• pp.59-65
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• 2016

PURPOSES : This paper aims to develop a road pavement de-icing system using carbon sheet to replace the older snow de-icing method. Carbon sheet is a light and high-strength metal. Hence, various bodies of research for its applications in many industries have progressed. METHODS : The experiment was conducted in a laboratory. The carbon sheet supplied voltage through a power supply system, and produced heat transfers to the concrete surface. Various factors, such as pavement material, carbon sheet width, penetration depth, and freezing-thawing resistance, were considered in the conducted experiments to confirm the heating transfer efficiency of the carbon sheet. RESULTS : The carbon sheet used was a conductor. Therefore, it produced heat if voltage was supplied. The exposed carbon sheet on the atmosphere did not affect the carbon sheet width when it provided constant voltage. However, the sheet showed different heating behaviors by width change when the carbon sheet penetrated into the concrete. Moreover, the freezing-thawing resistance was decreased by the carbon sheet with increasing width. CONCLUSIONS : The experiments confirmed the possibility of developing a road snow melting system using a carbon sheet. The antiicing system using the carbon sheet to replace the traditional anti-icing system has disadvantages of environmental pollution risk and electric leakage. The pavement also improved its toughness resistance. The utilization value will be very high in the future if carbon sheet heat loss can be minimized and durability is improved.

• International Journal of Highway Engineering
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• v.18 no.1
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• pp.43-55
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• 2016

PURPOSES : This study aims to develop a repair material that can enhance pavement performance, inducing rapid traffic opening through early strength development and fast setting time by utilizing MgO-based patching materials for repairing road pavements. METHODS : To consider the applicability of MgO-based patching materials for repairing domestic road pavements, first, strength development and setting time of the materials were evaluated, based on MgO to $KH_2PO_4$ ratio, water to binder ratio, and addition ratio of retarder (Borax), by which the optimal mixture ratio of the developed material was obtained. To validate the performance of the developed material as a repair material, the strength(compressive strength and bonding strength) and durability (freezing, thawing, and chloride ion penetration resistance) was checked through testing, and its applicability was evaluated. RESULTS : The results showed that when an MgO-based patching material was used, the condensation time was reduced by 80%, and the compressive strength was enhanced by approximately 300%, as compared to existing cement-based repair materials. In addition, it was observed that the strength (compressive strength and bonding strength) and durability (freezing and thawing, and chloride ion penetration resistance) showed an excellent performance that satisfied the regulations. CONCLUSIONS : The results imply that an emergent repair/restoration could be covered by a rapid-hardening cement to meet the traffic limitation (i.e. the traffic restriction is only several hours for repair treatment). Furthermore, MgO-based patching materials can improve bonding strength and durability compared to existing repair materials.

• International Journal of Highway Engineering
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• v.15 no.3
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• pp.53-63
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• 2013

PURPOSES : This study is to evaluate moisture susceptibility of asphalt mixtures by using non-destructive impact wave and to determine durability so as to decrease the gap between before and after freezing in the future. METHODS : Using non-destructive impact wave, this study is to determine the dynamic modulus of asphalt specimen. Furthermore, the results obtained from two experiment accelerometers are used for the dynamic modulus determination. The dynamic moduli of specimens are compared with those of the freezing-thawing specimens. RESULTS : Test results showed that the dynamic modulus before freezing and thawing environment loads at each temperature dropped about 3.7% after the environmental loads. Furthermore, correlation analysis indicates that transition of dynamic modulus at each point is about 89.59%. CONCLUSIONS: Evaluation of asphalt mixtures using non-destructive impact wave has excellent repeatability and simple equipment for the test. Consequently, the method in the study will be useful for evaluating the characteristics of a various asphalt mixtures.

• International Journal of Highway Engineering
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• v.14 no.5
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• pp.57-65
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• 2012

PURPOSES: It is important to consider the long-term performance of concrete pavement, because concrete pavement is more exposed to the various environmental conditions than any other concrete structures. One of the several methods to evaluate the long-term performance of concrete during winter is KS F 2456. Relative dynamic modulus of elasticity shows the resistance to freezing and thawing. METHODS: To measure relative dynamic modulus of elasticity, ultra sonic is generally used. But in this study, to measure the relative dynamic modulus of elasticity, both ultra sonic and shear wave were used and then compared each other. RESULTS: The results from the measurement by ultrasonic wave and shear wave were divided into three types. Type 1 : Specimens are good and relative dynamic modulus of elasticity did not decrease until 300 cycle. Type 2 : The relative dynamic modulus of elasticity decreased from the late cycle.(about 150 cycle later) Type 3 : The relative dynamic modulus of elasticity consistently decreased from the beginning. As a result of ANOVA, there is no difference according to measuring method, in type 2 and 3. But there is a difference according to measuring method, in type 1's relative dynamic modulus of elasticity. CONCLUSIONS: It is proved that shear wave can be used to understand the damage tendency of relative freezing and thawing and to measure the relative dynamic modulus of elasticity.