• Journal of the Society of Disaster Information
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• v.13 no.3
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• pp.313-321
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• 2017

In order to investigate the basic performance of the high strength anchor for asphalt road subjected to tensile load, the static pullout test was carried out and the pullout strength of the asphalt anchor was analyzed. In the pullout test, the depth of anchor, depth of pavement, diameter of anchor, type of anchor, experimental temperature, epoxy type and amount of anchor were used as test variables. As a result, the steel strength of asphalt anchor was 1.08 times higher than that of conventional concrete anchor, therefore it is considered appropriate to use the steel strength formula of concrete anchor for asphalt anchor. Compared with the proposed formula, the pullout load obtained from the test of the asphalt anchor was within ${\pm}10%$. The ratio of the projected area of the asphalt anchor is similar as that of the concrete anchor.

• International Journal of Highway Engineering
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• v.14 no.4
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• pp.73-81
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• 2012

PURPOSES : The purpose of this study is to select the proper sealing method and to see the performance of the saw and seal method for concrete rehabilitation based on accelerated pavement testings and lab tests. METHODS : Two accelerated pavement testings were conducted. One is to select proper sealing method of the asphalt joints and the other is to see the performance of the saw and seal method. Lab tests were conducted to select proper sealing method and a test section was constructed to see the field performance. RESULTS : The result of the first accelerated pavement testing indicated that the adhesive preformed sealants showed good performance when asphalt layer was rutted and in terms preventing from water infiltration. The second acceleration test indicated that the saw and seal method using the adhesive preformed sealant showed much better performance than the control. In the lab test bitumen, rubber and epoxy showed good performance as the adhesive. CONCLUSIONS : Saw and Seal method using the adhesive preformed sealant would markedly reduce the joint damage on the asphalt overlay.

• Journal of Korean Society of Environmental Engineers
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• v.30 no.3
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• pp.331-338
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• 2008

Coal-tar enamel, blown asphalt and polyethylene have been used as wrapping materials of steel pipe in Korea. Currently, every manufacturer produces wrapped steel pipes with different materials and methods, and little research has been performed to get on wrapping methods and materials. In this research, properties of wrapping material of steel pipe used for water supply have been evaluated. All of the materials tested in this work were found to meet the standard. Among the wrapping materials of steel pipe tested, blown asphalt and coal-tar enamel were reasonable in price, and their mechanical properties were excellent. The quality of the wrapped steel pipes was being melted easily in organic solvent. When coated thick, the load of the steel pipes was higher than necessary. Tensile strength of cathode exfoliation and PE 3-layer wrapping method was excellent. The pulling intensity of T-Die PE 3-layer was stronger than PE fluidized in PE wrapping method. Cathode exfoliation area was smaller than PE fluidized. Mechanical property and thermo-property of T-Die PE 3-layer were excellent and its anti-chemical property was great. Liquid epoxy can change the property of coating materials depending on the hardening condition and resin selection. Polyurethane used in this test showed a less adhesive strength with steel pipes than epoxy. Moisture absorbance rate was higher than Epoxy's, however. To utilize polyurethane as wrapping materials, basic property of the matter should be improved followed by finding the best suited coating condition. The method of PE 3-layer by extrude method appeared to be the best in this study. However, identification of other wrapping materials requires further additional tests.

• International Journal of Highway Engineering
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• v.13 no.4
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• pp.93-101
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• 2011

The evaluation of various color coating methods for color maintenance of color asphalt pavement is conducted using the laboratory and field tests on the bus lane. The surface of color asphalt constructed on the bus lane is deteriorated such as changing color and decoloration and abrasion due to the passing of the traffic and time. The total of 9 coating methods were evaluated in this study. The laboratory tests included Ultra violet test, adhesion test and Taber abrasion test and the field tests were british pendulum test and visual survey. The results of tests showed that the different methods showed the their own engineering characteristics and it is dependant upon the main material used. The rubber epoxy material for the main material showed the satisfactory result among the methods tested. However, the performance of the coating methods after 100days are not satisfactory, decoloration, abrasion and peeling up are investigated and need to be studied for the further application in the field.

• Journal of the Korean Society of Safety
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• v.20 no.1 s.69
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• pp.133-136
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• 2005

The accidents attributed to the forklift have increased as the number of the forklift increases. It is significant that most of the accidents were fatal. This study investigated slip distance of forklift depending upon the floor materials and their conditions in industrial site. For doing this, an experiment was conducted, in which the floor materials and their conditions were adopted as independent variables and the slip distance as dependent variable. Six floor materials included asphalt concrete, two color hardener mortar, epoxy paint and deluxe tile. Two types of floor conditions, wet and dry, were used in the experiment. The results showed that the slip distance was shorter on the asphalt and concrete floors than on other floors, and that the distance on the wet floor was six times longer than that on the dry condition. Based on this result, it is recommended that as in the advanced countries, the regulation or standard on the floor conditions such as friction coefficient be established for reducing forklift relevant accidents.

• International Journal of Highway Engineering
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• v.13 no.2
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• pp.159-166
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• 2011

This research was performed to evaluate physical properties of polysulfide epoxy overlay material for bridge deck as part of a review for possibility of domestic application of polymer concrete for bridge deck pavement. In order to evaluate strength characteristics, compressive strength, flexural strength and bond strength were tested, and, for durability characteristics, chloride ion penetration resistance and freeze/thaw resistance were tested along with ultraviolet rays impact evaluation. The tests showed that the results met the criteria suggested by the American Concrete Institute in terms of compressive strength, flexural strength and bond strength. However, in terms of the strengths measured at various test temperatures, it was found that the epoxy material was highly dependent on temperature, and, therefore, this should be considered at the time of domestic application of the epoxy material later. Deflection characteristics was checked through flexural strength test and it was found that bridge deck pavement using the epoxy material was excellent compared to bridge deck pavement using asphalt. Furthermore, the results of chloride ion penetration resistance test and freeze/thaw resistance test were also excellent. In the evaluation of ultraviolet rays impact on epoxy slurry mixture, reduction of strain was noticed with increased strength, but the deflection characteristics after exposure to ultraviolet rays was better than the existing acryl polymer concrete. Therefore, it is concluded from the research that the polysulfide epoxy overlay material has the physical properties that are appropriate to pavement of bridge deck.

• Safety and Health at Work
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• v.7 no.1
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• pp.63-71
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• 2016

Background: Construction painters have not been studied well in terms of their hazards exposure. The objective of this study was to evaluate the exposure levels of total volatile organic compounds (TVOCs) for painters in the construction industry. Methods: Activity-specific personal air samplings were carried out in three waterproofing activities [polyurethane (PU), asphalt, and cement mortar] and three painting activities (epoxy, oil based, and water based) by using organic-vapor-monitor passive-sampling devices. Gas chromatograph with flame ionization detector could be used for identifying and quantifying individual organic chemicals. The levels of TVOCs, by summing up 15 targeted substances, were expressed in exposure-index (EI) values. Results: As arithmetic means in the order of concentration levels, the EIs of TVOCs in waterproofing works were 10.77, 2.42, 1.78, 1.68, 0.47, 0.07, and none detected (ND) for indoor PU-primer task, outdoor PU-primer task, outdoor PU-resin task, indoor PU-resin task, asphalt-primer task, asphalt-adhesive task, and cement-mortar task, respectively. The highest EI for painting works was 5.61 for indoor epoxyprimer task, followed by indoor epoxy-resin task (2.03), outdoor oil-based-spray-paint task (1.65), outdoor water-based-paint task (0.66), and indoor oil-based-paint task (0.15). Assuming that the operations were carried out continuously for 8 hours without breaks and by using the arithmetic means of EIs for each of the 12 tasks in this study, 58.3% (7 out of 12) exceeded the exposure limit of 100% (EI > 1.0), while 8.3% (1 out of 12) was in 50e100% of exposure limit (0.5 > EI > 1.0), and 4 tasks out of 12 were located in less than 50% of the limit range (EI < 0.5). Conclusion: From this study, we recognized that construction painters are exposed to various solvents, including carcinogens and reproductive toxins, and the levels of TVOC concentration in many of the painting tasks exceeded the exposure limits. Construction workers need to be protected from chemical agents during their painting works by using personal protective devices and/or work practice measures. Additional studies should focus on the exposure assessment of other hazards for construction workers, in order to identify high-risk tasks and to improve hazardous work environments.

• Journal of the Korean Ceramic Society
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• v.25 no.2
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• pp.101-110
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• 1988

In order to improve the physical properties of concrete used for treatment and disposal container of low-and intermediate-level radioactive wastes, OPC (ordinary portland cement), ACPC (asphalt coated portland cement) and EPC(epoxy-portland cement) concrete specimens were prepared, and the physical properties of each concrete specimen were tested. According to the experimental results, EPC concrete showed better physical properties than ACPC and OPC concrete, however, ACPC concrete proved to be a best material for treatment and disposal container of radwastes in view of economic aspect and physical properties.

• Journal of the Korea institute for structural maintenance and inspection
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• v.18 no.5
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• pp.68-77
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• 2014

In this study, polysulfide epoxy polymer concrete was chosen as an ultra thin bridge deck overlay, and the effect of polymer concrete pavement on the fatigue stress range of the orthotropic steel deck was analyzed through the comparative analysis with epoxy asphalt pavement and SFRC pavement. Abaqus was used to estimate the fatigue stress range, and signed von-mises stress was used to estimate fatigue stress range according to pavement materials and thickness, considering there were multi axis stresses which have longitudinal and lateral direction on the welded parts of the steel deck.

• Proceedings of the Korea Concrete Institute Conference
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• 2004.05a
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• pp.794-797
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• 2004

In this study, tensile adhesive strength(TAS) test was carreid out for evaluated the effects of temperature conditions (-20, -10, 0, 5, 10, 20, 30, $40^{\circ}C$) on the tensile adhesive characteristics about 4 type waterproofing membranes which were commercially used in bridge decks. And, failure appeariences of waterproofing systems in each temperature after TAS test were observed the sawing surfaces of waterproofing systems for whether or not damaged of waterproofing membranes. Also, correction coefficient of TAS with temperature were calculated using 4 type waterproofing membrane. It could be shown that the higher TAS and shear adhesive strength, the lower temperature, regardless of the type of waterproofing membrane. Temperature sensibility of TAS was especially remarkable in epoxy membrane. Failure type was occurred the ductile failure in $30^{\circ}C\;and\;40^{\circ}C$. From these results, it was shown that if ambient temperature above $30^{\circ}C$ maintains for a long time, waterproofing membrane will be deformed by softening. Otherwise, waterproofing membrane in temperature below $20^{\circ}C$ shown that occurred the brittle failure. From the results of visual observation of cutting surface for specimen, the thin waterproofing membranes shown indented by hot aggregate of the asphalt mixtures. Therefore, it could be known that the specification of waterproofing membrane thickness is necessary by waterproofing membrane type. As temperature change varied with pavement depth, the interface temperature was more important than ambient temperature in TAS test. Now, TAS test results were limited only in $-10^{\circ}C\;and\;20^{\circ}C$ temperature, but correction coefficient of TAS by ambient temperature could be used as a solution to deal with this problem.