• Proceedings of the Korea Concrete Institute Conference
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• 1996.04a
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• pp.241-246
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• 1996

A new solution for the dynamic analysis of as asphalt concrete pavements under moving loads has been developed. The asphalt concrete pavement can be modeled in elastic or viscoelastic medium of multi-layered structure. The subgrade can be modeled as either a rigid base or a semi-infinite halfspace. The loads may be constant or arbitrary circular loads into one direction. The method utilizes the Complex Response Method of transient analysis with a continuum solution in the horizontal direction and a finite-element solution in the vertical direction. This proposed method incorporates such important factors as wave propagation, inertia and damping effects of the medium as well as frequency-dependent asphalt concrete properties. The proposed method has been validted with the full-scale field truck test, which was conducted on instrumented asphalt concrete section on a test track at PACCAR Technical Center in Mount Vernon, Washington. Comparison with field strain data from full-scale pavement tests has shown excellent agreement. Theoretical results have shown that the effect of vehicle speed is significant and that it is in part due to the frequency-dependent

• Proceedings of the Korea Concrete Institute Conference
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• 2005.11a
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• pp.699-702
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• 2005

This study evaluates the properties of porous concrete for pavement according to content of silica fume and steel fiber. The results of the test indicate that in every condition, the void ratio and the coefficient of water permeability of porous concrete for pavement satisfy both the domestic standards and proposition values. Among the properties of strength, the compressive strength satisfies the standards in the specification of KNHC as for every factor of mixture but in the case of the flexural strength, more than $0.6vol.\%$ of steel fiber satisfied the JCI proposition values. The case when silica fume and steel fiber are used simultaneously presents the strongest durability and Noise Reduction Coefficient is 0.48 to prove that it possesses almost $50\%$ sound absorption.

• International Journal of Highway Engineering
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• v.15 no.3
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• pp.45-52
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• 2013

PURPOSES : This study is to construct the regression models of drainage asphalt concrete specimens and to provide the appropriate coefficients of hydraulic conductivity prediction models. METHODS: In terms of easy calculation of the hydraulic conductivity from porosity of asphalt concrete pavement, the estimation model of hydraulic conductivity was proposed using regression analysis. 10 specimens of drainage asphalt concrete pavement were made for measurement of the hydraulic conductivity. Hydraulic conductivity model proposed in this study was calculated by empirical model based on porosity and the grain size. In this study, it shows the compared results from permeability measured test and empirical equation, and the suitability of proposed model, using regression analysis. RESULTS: As the result of the regression analysis, the hydraulic conductivity calculated from the proposal model was similar to that resulted from permeability measured test. Also result of RMSE (Root Mean Square Error) analysis, a proposed regression model is resulted in more accurate model. CONCLUSIONS: The proposed model can be used in case of estimating the hydraulic conductivity at drainage asphalt concrete pavements in fields.

• International Journal of Highway Engineering
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• v.16 no.3
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• pp.51-57
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• 2014

PURPOSES : This study is to suggest tunnel length to spray curing compound, based on the field tests. METHODS : At first field test, length from the entrance of tunnel to wet wall was checked by visual survey. The second and third test, various sensors were installed in concrete or in tunnel, such as RH sensor, temperature sensor, portable weather station and etc.. And also, test for bleeding and retaining water of concrete were conducted to evaluate environmental effect on concrete pavement. RESULTS : The result of the field experiment for tunnel length to spray curing compound indicates that length changes depending on tunnel length, season, and location. Environmental condition of a short tunnel was not much different between location near entrance and at center of tunnel. However, in case of a medium and long tunnel, effect of outside environmental condition decreased, when location moved into tunnel center of it. CONCLUSIONS : From the testing results, it can be proposed that optimum tunnel length to spray curing compound is 60m for a medium and long tunnel, and whole length for a short tunnel.

• International Journal of Highway Engineering
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• v.13 no.1
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• pp.79-86
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• 2011

Recently, usage bicycle is encouraged to reduce fuel consumption and air pollution. For this purpose, bike road constructions are actively performed. However, types of pavement used in bike roads have high construction cost and performance comparing the required capacity of bike roads. Thus, an economical pavement type for construction is necessary for the effective development. Roller compacted concrete pavement have good requirements, such as easy construction and low costs, high structural performance of hydration and internal communication aggregation on compaction for bicycle roads. However, the pool landscape surface and resistance to deicer damage cannot be applied to the construction of bicycle roads. Thus, for solving this problem used coating which may have effect of improving the landscape and environmental resistance. To examine this effect were evaluated performance of roller compacted concrete pavement on the coating.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.42 no.4
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• pp.537-548
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• 2022

It is important to design the pavement thickness considering heavy-duty traffic loads, which can cause excessive stress and strain in the pavement. Port-rear roads and industrial roads have many problems due to early stress in pavement because these have a higher ratio of heavy loads than general roads such as national roads and expressways. Internationally, composite pavement has been widely applied in pavement designs in heavy-duty areas. Composite pavement is established as an economic pavement type that can increase the design life by nearly double compared to that of existing pavement while also decreasing maintenance and user costs. This study suggests a thickness design method for composite pavement using roller-compacted concrete as a base material to ensure long-term serviceability in heavy-duty areas such as port-rear roads and industrial roads. A three-dimensional finite element analysis was conducted to investigate the mechanical behavior and the long-term pavement performance ultimately to suggest a thickness design method that considers changes in the material properties of the roller-compacted concrete (RCC) base layer. In addition, this study presents a user-friendly catalog design method for RCC-base composite pavement considering the concept of linear damage accumulation for each container trailer depending on the season.

• Proceedings of the Korea Concrete Institute Conference
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• 2004.05a
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• pp.432-437
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• 2004

In this study, Pavement Management System(PMS) was developed to overcome the unscientific pavement management limitations of the past. PMS program is economic, efficient and scientific. Also, it produces the best maintenance method through exact judgement and logical analysis of pavement condition. First of all, the logical algorithm, that is such as investigation and analysis of pavement, detailed naked eye investigation and the estimation for whole system etc., was composed on the basis of the domestic and the outside data on PMS and pavement condition data of Seoul metropolitan. And then it was verified that this algorithm is suitable through the research examples of PMS data and the results of detailed naked eye investigation. Also, Geographic Information System(GIS) was integrated on PMS program. Therefore, PMS program was developed so as to use easily on the basis of the logical algorithm.

• International Journal of Highway Engineering
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• v.6 no.3 s.21
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• pp.27-35
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• 2004

There are two methods in estimating the remaining life of in-service airfield concrete pavement. They are a method simply using the past accumulated traffic and a method using the theoretical mechanistic analysis. Since the former method is somewhat far from the actual condition, the latter method is widely used by most engineers and researchers. The most essential component of the latter method is the fatigue model of the concrete slab. A fatigue model for airfield concrete pavement is developed in this study by a series of fatigue tests using 30 concrete cylinder specimens obtained from a 10 year old in-service airfield concrete slab. Strengths for the stress ratio calculation were obtained from the split tensile test of the cores sliced. Fatigue test mode was repeated split tensile test. The R2 of developed fatigue model was 0.5. Specimens taken from another airport had been tested for validation of the model. The results showed a good fit to the model. It was also found that the fatigue life predicted from the model was a tittle greater when the stress ratio is greater than 80 percent than other fatigue models developed earlier in America.

• Proceedings of the Korea Concrete Institute Conference
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• 2004.11a
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• pp.537-540
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• 2004

Recently, for industrial development period, concrete structures in domestics have been increased. They were deteriorated by attack of carbonation, freeze-thaw and corrosion etc. In hence they were demolished and reconstructed, resulted in waste concrete particles. In this paper, waste concrete particles (WCP) by product from different crushing and selecting process were used in soil cement-based pavement in the various recycling. For using WCP in soil cement-based pavement, the Qualities, physical and chemical properties, of WCP should be researched. In the first step, the specified compressive strength of mortar for two types of clay sand soil and clay soil respectively was experimented to be 15 Mpa and then optimum mixing ratio of chemical solidification agent were decided in the range of $1.5\~3.0\%$ in the replacement with cement weight content. In the second step, based on the prior experimental results, recycling possibility of WCP in soil cement-based pavement was studied. In the result of experiment the mixing ratio of WCP were 5, 10, 15 and $20\%$ in the replacement with soil weight and the compressive strength of mortar was somewhat decreased according to the increase of the mixing ratio of WCP.

• Journal of The Korean Society of Agricultural Engineers
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• v.64 no.6
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• pp.25-34
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• 2022

Recently, as a study to air cooled slag, which is an industrial by-product, research is being proceed to use it as a material for concrete. In this study, the workability, air content, compressive strength, CO₂ emission and economic feasibility of concrete were analyzed when air cooled slag, an industrial by-product, was applied as aggregate for rural road pavement concrete. As a result of the analysis, both the slump and air contents test results of concrete using the air cooled slag aggregate satisfied the target values, and the compressive strength was increased when the air cooled slag aggregate was used compared to when the natural aggregate was applied. On the other hand, the largest amount of CO₂ emission by raw material was found in aggregate. The carbon emission of rural road pavement concrete using air cooled slag aggregate increased when the Korean LCI DB was applied compared to when natural and crushed aggregates were applied, and the emission decreased when the German LCI DB was applied. This results are due to differences in the viewpoints of industrial by-products. However, considering the recycling of waste from the environmental aspect, it is necessary to simultaneously review the CO₂ emission and recycling aspects in the future. Also, the application of air cooled slag aggregate had the effect of improving the economic efficiency of rural road pavement concrete about 18.75%.