• International Journal of Highway Engineering
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• v.16 no.1
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• pp.31-39
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• 2014

PURPOSES : Surface treatment material for pavement preventive maintenance should be inspected field applicability. This study(Part II) aimed to checkup coating characteristics and performance analysis using lab and field tests. The hydrophobic - low viscosity filling material for pavement preventive maintenance is presented in Part I, which is a series of companion study. METHODS : Relative comparison between general asphalt mixtures and surface treatment asphalt mixtures are analyzed and measured for the field application such as indirect tensile strength ratio(TSR), abrasion resistance, crack propagation resistance, temperature resistance, coating thickness, permeability resistance and skid resistance in terms of british pendulum number(BPN). RESULTS : It is found that TSR, crack propagation resistance and permeability resistance is increased as against uncoated asphalt specimen. Abrasion resistance and temperature resistance is secured from the initial coating thickness point of view, which is about 0.2~0.3mm. Skid resistance on the surface treatment pavement is satisfied with the BPN criteria of national highway because of exposed aggregate and crack sill induced pavement deterioration and damage cracks. CONCLUSIONS : The hydrophobic - low viscosity surface treatment material for pavement preventive maintenance is validated on field applicability evaluation based on quantitative analysis of coating thickness and performance analysis using lab and field tests.

• International Journal of Highway Engineering
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• v.9 no.4
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• pp.227-236
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• 2007

The design number of gyration is required in the process of asphalt mix design using gyratory compactor. The purpose of this study is to select the design number of gyration for asphalt mix design in the laboratory. Three types of methods were used to select the design number of gyration. The first method is to select the gyration number which gives the same density with the mixtures compacted with 75 blows of Marshall Compaction. The second method is to select the gyration number which gives the same deformation strength with the mixtures compacted with 75 blows of Marshall Compactor. The third method is to select the gyration number which meet the 4% air voids. Ten mixtures, one type of aggregate(granite), one type of asphalt binder(pen. 60-80), and 10 types of gradation, were prepared for the laboratory tests. As a result, 100 number of gyration was selected for the design number of gyration of the asphalt mix design. This result shows a similar trend with the design number of gyration used in the foreign countries. Thus, the design number of gyration selected in this study can be used for the asphalt mix design using the gyratory compactors.

• Resources Recycling
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• v.10 no.1
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• pp.32-41
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• 2001

Bond shear strengths of recycled asphalt concrete were evaluated under different tack coat applications. Regardless of the new and old mixtures, the bond shear strengths at $30^{\circ}C$ were increased by 10-20% than those at 1$0^{\circ}C$. The bond shear strengths of recycled asphalt concrete without tack coat showed very low ones. These are the main reasons for the frequent longitudinal interface crack in the field. The effect of tack coat curing time on bond shear strengths was inferior to the tack coat construction temperature.

• Journal of the Korean Ceramic Society
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• v.27 no.7
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• pp.833-840
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• 1990

For the development of multi-functional materials which has water reducing power, air entraining power and waterproofing power as well as blending additive in cement mortar the coal ash was modified with asphalt-stearic acid or asphalt-boiled oil mixtures by mechanical treatment. And the physical properties of cement mortar blended with modified coal ashes were compared with those of the water-tightness-cement mortar and the ordinary-portland-cement mortar added with AE.water reducing agent. The mortar of coalash-blend-cement modified with asphalt-stearic mixture was increased acid about 20% in initial strengths and decreased about 20% in water absorption ratio than those of ordinary coalash-blend-cement. The mortar of coalash-blend-cement modified with asphalt-bolied oil mixture was similar to the cement mortar added with AE.water reducing agent in water reduction ratio, air entraining conents and the initial strengths, also was similar to the water-tightness-cement mortar in water absorption and water permeability ratios.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.7 no.2
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• pp.9-20
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• 1987

The main object of this study are to investigate an effect of the characteristics of materials and to seize the behavior of fatigue failure of asphalt pavement with the results of laboratory tests for asphalt mixtures. In order to prove the practical application of applied methods, the relationships between temperature, depth of asphalt layer, elastic modulus and the number of fatigue failure by the results of elastic theory and fatigue failure envelope are also considered.

• Elastomers and Composites
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• v.27 no.3
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• pp.174-182
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• 1992

Main components of manufactured sealant were vinylester resin, polybutadiene rubber, asphalt and inorganic filler. For manufactured sealant, liquid and cure properties were tested experimantally. It showed better mechanical properties at rubber content $5{\sim}15phr$. Blown asphalt represented better properties than streight asphalt, showed the highest cohesive strength at asphalt content $6{\sim}8phr$. Appropriate usage of filler was $60{\pm}2%$ of total components, and $Al(OH)_3$ showed better flame-retardancy than $CaCO_3$.

• 한국방재학회:학술대회논문집
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• 2008.02a
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• pp.313-316
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• 2008

Temperature reduction in the manufacturing of asphalt mixtures is highly desirable from a number of aspects. Reduced fumes and emissions, and reduced energy consumption, are important environmental reasons to continue pursuing the goal of temperature reduction. There are important construction and performance advantages as well. For instance, improved workability results in better compaction; lower production and placement temperatures may improve prospects for cold weather paving; and lower temperatures will result in less binder aging and possibly better cracking resistance. The performance of WMA is not to be satisfied though there are various advantages. Therefore, more research is needed on a number of issues

• Journal of the Korean Recycled Construction Resources Institute
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• v.4 no.4
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• pp.489-495
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• 2016

In this study, the Warm-Mix Asphalt was prepared using a modified Sulfur Binder mixed with an additive of a polymer component in sulfur, which is an industrial by-product generated in the crude oil refining process. The dynamic stability and durability characteristics of the prepared Warm-Mix Asphalt was evaluated by the indirect tensile strength, the tensile strength ratio before and after water immersion and freezing-thawing, and the dynamic stability by wheel tracking test. The Warm-Mix Asphalt Mixtures using Modified Sulfur Binder has a tensile strength ratio before and after water immersion of 0.88, which is about 1.13 times that of the Warm-Mix formed modified Asphalt, and the tensile strength ration before and after freezing-thawing is also 0.82, thus, all tensile strength ratios satisfied the KS quality standard value of 0.75 or more. The indirect tensile strength was 1.6MPa which was twice the KS quality standard value of 0.8MPa, and about 1.24 times higher than that of normal heated asphalt 1.29MPa. In addition, the dynamic stability by the wheel tracking test was 14,075 times/mm, which was about 15 times higher than that of normal heated asphalt and about 3 times higher than that of the Warm-Mix formed modified Asphalt, showing excellent resistance to plastic deformation such as fatigue cracks.

• 한국도로학회:학술대회논문집
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• 2008.03a
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• pp.97-102
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• 2008

• 한국도로학회:학술대회논문집
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• 2005.03a
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• pp.155-162
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• 2005