• Journal of the Korea institute for structural maintenance and inspection
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• v.15 no.5
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• pp.113-123
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• 2011

LCC analysis is a method that coordinates with function evaluation for value improvement, rather than a separate one for cost evaluation. Although its accuracy is rising, materials and structural types developed or applied relatively recently have yet to obtain a sufficient maintenance profile DB, inducing reliability to reduce from difficulties in estimating maintenance records. Based on the above mentioned background, this paper presents the LCC methodology of coordinating functional intensification matters with cost for analysis on alternatives with difficulties in setting maintenance profile. Recently, steel plate bridge deck pavements are faced with problems such as plastic deformation due to the increase in heavy vehicles and traffic, promoting the development of a new compound pavement. This paper execute LCC analysis by mentioning case studies of SMA, Guss and PSMA pavements to include performance scale compared between alternatives as relative evaluation coefficients into the maintenance profile.

• International Journal of Highway Engineering
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• v.14 no.3
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• pp.141-149
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• 2012

This paper attempts to evaluate driving stability by the vibration of human body. The purpose of this research is to establish an evaluation methodology for controling the quality of road surface. The study was conducted to investigate the relationship between road surface profiles (IRI, International Roughness Index) and the fatigue caused by the vibration of human body. Furthermore, 3-axis acceleration in driving vehicles was examined based on sampling sections under various road conditions. The acceleration value of frequency bands were analyzed by the characteristics of road surface, and realized the range of human influence by conditions and type of road surface with ISO-2631 standards. In general, more human fatigue by vehicle vibration was appeared in concrete pavements with high IRIs based on the analysis from given test data. Whereas, The SMA asphalt pavement and the diamond grinded concrete pavement reduce the human fatigue.

• International Journal of Highway Engineering
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• v.12 no.2
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• pp.81-90
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• 2010

This paper describes the results of laboratory and field performance tests on the polymer modified asphalt binder and mixtures developed in this study for porous asphalt pavements. Various physical and mechanical laboratory tests including DSR and BBR tests are performed for two types of modified binders, and one type of binder is selected based on the binder testing results. Mix designs are conducted for the selected asphalt binder and a Japanese modified binder, respectively. Various performance tests including fatigue tests, wheel tracking tests, and moisture susceptibility tests are conducted for the domestic and Japanese porous asphalt mixtures. Test results indicate that the overall performance characteristics of the domestic mixture are similar to or better than those of the Japanese mixture. Based on the laboratory testing results, the domestic porous mixture is applied to a field test section. Periodic field investigations are conducted to evaluate the changes in noise level and air voids with time. The road noise analysis shows that the noise levels of the porous pavement keep increasing and, after two years, are similar to those of SMA pavements.

• Proceedings of the Korean Institute of IIIuminating and Electrical Installation Engineers Conference
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• 1999.11a
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• pp.207-212
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• 1999

도로 조명에 있어서 질적인 평가 기준으로서 중요한 위치를 차지하고 있는 휘도 개념은 노면의 반사 특성에 따라 크게 좌우된다. 또한 노면의 반사 특성은 도로가 설치된 이후로부터의 시간, 날씨의 변화, 주어진 구간 내에서의 교통량 등에 의한 노면 재질의 마모 상태에 따라서 복합적으로 변화한다. 그러므로 도로 조명의 설치에 있어서 노면 반사 특성의 측정은 매우 중요할 뿐만 아니라 국내 도로 조명 설비의 휘도 기준을 상정하는데 있어서도 매우 중요하다. 이에 따라서 일반적으로 국내에서 사용되는 4가지의 도로 포장 시료인 콘크리트 도로 샘플, SMA(Stone Matrix Asphalt), 투수성, 밀입도 도로 샘플을 취하여 그 특성을 파악하고 반사 특성에 대한 초기값을 측정하였으며 각 샘플들에 대한 재질의 마모 상태에 대하여 반사 특성의 변화를 각각 측정하였다. 또한 그 측정한 값들을 각각 분석하고 재질의 마모에 따른 평균 휘도 계수 Q0, 정반사 인자 S1, S2값의 변화를 그래프로 제시하였다.

• International Journal of Highway Engineering
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• v.5 no.2 s.16
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• pp.15-24
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• 2003

The performance of waterproofing system (WPS) is known to be a function of many complex interaction of material factors, design details, and the quality of construction, but it is mainly determined by the bond strength, which is measured by tensile adhesive strength (TAS) test. to the concrete bridge deck. In this research, eight waterproofing membranes were selected from commercial market and the tensile adhesive characteristics of the WPS on concrete bridge deck were investigated in view of various factor in asphalt pavement. The factors include type of asphalt mixture, pavement thickness, paving temperature and influence of wheel loading. TAS test of different asphalt pavement types showed that TAS of WPS under SMA (Stone Mastic Asphalt) pavement was greater than that under dense asphalt pavement. TAS of sheet membranes was improved as the compaction temperature of asphalt concrete increase, but TAS of liquid membranes were not. The influence of thickness of pavement val minimal with given laboratory test condition. TAS of sheet membranes after wheel tracking test were in the order of the sites under wheel path (UWP), before wheel tracking (BWT) and nearby wheel path (NWP). Since TAS of the same WPS of UWP was higher than TAS of BWT, wheel loading had function of pressing WPS resulting in higher adhesive strength. But liquid membranes were variable on types. The feature of detached interface after TAS test showed that sheet types were all detached in between deck concrete and WPS, and liquid types were detached in between asphalt pavement and WPS.

• Proceedings of the Korea Concrete Institute Conference
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• 2003.05a
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• pp.299-304
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• 2003

In this research, eight waterproofing membranes were selected from commercial market and the tensile adhesive characteristics of the waterproofing system (WPS) on concrete bridge deck were investigated in view of various factor in asphalt pavement. Tensile adhesive strength (TAS) test of different asphalt pavement types showed that TAS of WPS under SMA (Stone Mastic Asphalt) pavement was greater than that under dense asphalt pavement. Tensile adhesive strength (TAS) of sheet membranes was improved as the compaction temperature of asphalt concrete increase, but TAS of liquid membranes were not. TAS of sheet membranes after wheel tracking test were in the order of the sites under wheel path (UWP), before wheel tracking (BWT) and nearby wheel path (NWP), Since TAS of the same WPS of UWP was higher than TAS of BWT, wheel loading had function of pressing WPS resulting in higher adhesive strength, But liquid membranes were variable on types, The feature of detached interface after T AS test showed that sheet types were all detached in between deck concrete and WPS, and liquid types were detached in between asphalt pavement and WPS,

• Journal of the Korean Society of Hazard Mitigation
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• v.8 no.3
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• pp.51-58
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• 2008

Development of a new design guide which is based on empirical-mechanistic concept for pavement design is in action. It is called AASHTO 2002 Design Guide in USA and the KPRP(Korean Pavement Research Project) in Korea. The material characteristic of hot mix asphalt is a key role in the design guide. Therefore it is urgent to get a proper materials database, especially the dynamic modulus of hot mix asphalt. In this research, dynamic modulus test, which is based on aged asphalt binder, has been carried out and proposed the predicted equation of dynamic modulus. Nine different hot mix asphalt with three different asphalt binder have been used for the dynamic modulus test. Short-term aging, which is covers the time for the production of asphalt plant, transportation, lay-down, and compaction, can be simulated at $135^{\circ}C$ with 2 hour curing. Long-term aging has been carried out for a performance period of asphalt pavement. The dynamic modulus of asphalt pavement increases with aging time. As the nominal aggregate size increases, the change of dynamic modulus is not big.

• International Journal of Highway Engineering
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• v.17 no.3
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• pp.69-76
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• 2015

PURPOSES : Performance evaluation of four types of asphalt concrete overlays for deteriorated national highways. METHODS : Pavement distress surveys for crack rate and rut depth have been conducted annually using an automated pavement survey vehicle since 2007. Linear and non-linear performance prediction models of the asphalt concrete overlays were developed for 43 sections. The service life of the asphalt overlays was defined as the number of years after which a crack rate of 30% or rut depth of 15mm is observed. RESULTS : The service life of the asphalt overlays was estimated as 17.4 years on an average. In 90.7% of the sections, the service life of the overlays was 15 years or more which is 1.5 times the life of conventional asphalt concrete overlays used in national highways. The performance of the overlays was dependent on the type of asphalt mixture, traffic volume levels, and environmental conditions. CONCLUSIONS : The usage of stone mastic asphalt (SMA) and polymer-modified asphalt (PMA) for the overlays provided good resistance to cracking and rutting development. It is recommended that appropriate asphalt concrete overlays must be applied depending on the type of existing pavement distress.

• International Journal of Highway Engineering
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• v.17 no.1
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• pp.35-41
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• 2015

PURPOSES : The purpose of this study is to analyze the service life of expressway pavement based on both traffic volumes and use of deicing chemicals. METHODS : A database was built using expressway rehabilitation history information from over the last decade. In order to estimate the service life of expressway pavement, various analysis methods were considered, and a decision was made to perform analysis using a method based on an accumulated rehabilitation ratio. The service life of expressway pavement was then analyzed by classifying the scale of traffic volume and extent of de-icing chemicals used. RESULTS : The service life of PMA and SMA ranged from 7.8 to 10.6 years and from 9.9 to 12.0 years, respectively. The service life of JCP ranged from 16.0 to 22.2 years, and the service life of CRCP was 33.5 years on average. Results of assessing service life according to traffic volumes and de-icing chemicals showed that the lower the traffic volumes were, the greater the service life of PMA and JCP, and the less that de-icing chemicals were applied, the greater the service life of JCP. CONCLUSIONS : The dependence of expressway pavement service life on traffic volumes and de-icing chemicals makes it possible to apply LCCA for regional maintenance plans and cost-effective selection of expressway pavement type.