• International Journal of Highway Engineering
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• v.15 no.2
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• pp.47-55
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• 2013

PURPOSES : This study aimed to evaluate the feasibility of AASHTO86 design method for Bonded Concrete Overlay. METHODS : The Feasibility of AASHTO86 design method for Bonded Concrete Overlay is investigated based on the following study : i) Sensitivity analysis of designed service life of Bonded Concrete Overlay by major design input for AASHTO86 guide. ii) Comparison of actual Bonded Concrete Overlay life and predicted Bonded Concrete Overlay life by AASHTO86. iii) Finding the stress component influence the potential distress of Bonded Concrete Overlay based on 3-d FEM analysis. iv) Exploring the limitation of AASHTO86 in the aspect of design input. RESULTS : Sensitivity analysis showed that the condition of existing pavement significantly on the Bonded Concrete Overlay life. Also the overlay thickness affect the Bonded Concrete Overlay life. The comparison of actual Bonded Concrete Overlay life and predicted Bonded Concrete Overlay life showed relatively good agreement when the early distress sections are excluded in comparison. Bonding stress occurred at the interface may be larger than the bond strength used in the specification of Bonded Concrete Overlay construction. CONCLUSIONS : Bonded Concrete Overlay life predicted by the AASHTO86 may not be reliable. Number of points to improve the reliability in the design of Bonded Concrete Overlay are suggested in this study.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.1D
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• pp.35-43
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• 2008

This paper mainly deals with the performance evaluation of 33 asphalt sections of Korea Expressway Corporation Test Road (KECTR) during the past four years. Since the construction of the KECTR in December 2002, key performance indicators of asphalt pavements have been collected five times with an Automatic Road Analyzer (ARAN), and have been analyzed for permanent deformation, surface distress, and road roughness. Linear viscoelastic characteristics of four dense graded HMAs used in KECTR were investigated with a series of complex modulus test. The effect of air void in HMAs on dynamic modulus was investigate at two air void contents for a surface course HMA (19 mm Nominal Maximum Size of Aggregate). Layer densification due to traffic was estimated from air void contents of field cored samples, and was correlated with pavement distresses and performances. One of findings of this study was that both permanent deformation and cracking were suspectible to pavement temperatures, rather than traffic. However, it was found that road roughness was mostly affected by traffic loading.

• International Journal of Highway Engineering
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• v.16 no.4
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• pp.45-50
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• 2014

PURPOSES : The objective of this study is to analyze the performance of anti-stripping agent depending on its type and content to reduce pothole, an increasing pavement distress due to abnormal climate intensity. METHODS : In the past years, U.S and many countries in Europe use hydrated lime and liquid anti-stripping agent in asphalt mixtures. Hydrated lime or liquid anti-stripping agent is substituted for filler and binder, respectively, to improve the anti-stripping property of asphalt mixtures. To investigate this, indirect tensile strength test was performed and TSR values were compared for different content of hydrated lime and types of liquid anti-stripping agent in asphalt mixture. RESULTS : Test results indicate that hydrated lime remarkably increased the asphalt mixture performance on anti-stripping denoted by the increased in TSR values from 55% to 100%. Liquid anti-stripping agent also increased the value of TSR but not significant. In addition, depending on the types of aggregate, TSR values and effect of liquid anti-stripping were different. CONCLUSIONS : Using anti-stripping agents improve the anti-stripping property of asphalt mixture especially hydrated lime; however, more experiments should be conducted to improve the reliability about the effect of liquid anti-stripping agent.

• International Journal of Highway Engineering
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• v.10 no.4
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• pp.181-187
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• 2008

This paper presents the results of the effects on the inclusion of the pigment in the color asphalt mixture. The particle size of the pigment is extremely finer than that of the filler and should be reduced the amount of the filler used. It was found in the present practise that the total weight of 2% of the pigment in the weight of the total aggregate was used during the mix design. The extra inclusion of the pigment in the mixture increased the amount of the filler and affected on the volumetric properties such as void ratio and VMA. It has related with the performance and distress of the pavement and found that the mechanical properties have decreased.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.2D
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• pp.243-248
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• 2008

Moisture damage of asphalt pavements can usually occur because of the loss of adhesion and cohesion between the asphalt binder and aggregate in the asphalt mixture due to presence of water. And this is one of the causes that is effect on the main distress of asphalt pavement. The objective of this study is to find out moisture damage characteristics of asphalt pavement. Effects of this study changes of the material properties and resistance characteristics of moisture damage on the asphalt mixtures under various temperatures and repeated immersion using indirect tensile test and modify Lottman test were evaluated during this study. The asphalt mixtures were produced using straight asphalt binder, SBS modified asphalt binder and aggregates. The material properties (resilient modulus, indirect tensile strength, failure energy and $DCSE_f$) of the asphalt mixtures were generally decreased with increasing to moisture damage caused by the number of repeated immersion. The decrease ratios of material properties by repeated immersion on SBS modified asphalt mixtures were lower than those of straight asphalt mixtures at all three test temperatures. As a conclusion, current criterion for evaluation moisture damage of asphalt mixtures is difficult for using distinction standard because of the limited evaluation criterion with one time immersion and single material property. Based on this research, to evaluate long term moisture damage on asphalt mixtures, material property tests of various kinds with repeated immersion test are considered.

• International Journal of Highway Engineering
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• v.10 no.1
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• pp.75-85
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• 2008

Moisture damage of asphalt mixtures can occur because of a loss of bond between the asphalt binder and the fine and coarse aggregates. Therefore, moisture damage on asphalt pavements is the main cause of potholes, which is one of the main distress type of asphalt pavement. The purpose of this study is to evaluation effect moisture damage on material properties of asphalt mixtures through the laboratory performance test. The existing Modified Lottman test procedure was improved and the number of times that thermal cyclic conditioning can be added until the asphalt mixtures is damaged, was tested in order to exhibit the changes of the material properties because of moisture damage by immersion. Through the above experiments, it was found that the material properties of asphalt mixtures on room-temperature were rapidly decreased with loss of about 50% at initial stage of moisture damage caused by the amount of repeated immersion. Also, it was found that the property damage ratio using material properties of failure energy and $DCSE_f$ by test temperature $25^{\circ}C$ were showed a high relationship to moisture damage of the asphalt mixtures caused by the amount of repeated immersion.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.38 no.2
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• pp.319-325
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• 2018

Pot-holes are steadily increasing due to abnormal climate such as heavy rainfall and frequent snowfall. Pot-hole related to traffic accidents cause injuries, car damage and distress of road facilities. To reduce pot-holes, the use of an anti-stripping agent is mandatorily recommended to asphalt concrete mixture. Hydrated lime is commonly used as anti-stripping agent due to the convenience and economics. Byproduct ash from circulating fluidized bed boiler was reviewed as an anti stripping agent. According to the test results, the byproduct ash is satisfied with TSR specification using 1% to 3% by weight of the asphalt mixture. The byproduct ash was examined under various condition changes of aggregate and asphalt concrete mixture considering quality movement. According to the results, using the byproduct ash was measured average 0.87 of TSR and coverage rates of 60% after rolling bottle test. Test results also revealed that the byproduct ash showed stable performance. Using the byproduct ash to decrease pot-hole in asphalt concrete pavement is suitable for demonstrating stable performance as anti-stripping agent.

• KIISE Transactions on Computing Practices
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• v.22 no.1
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• pp.8-19
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• 2016

Potholes are caused by the presence of water in the underlying soil structure, which weakens the road pavement by expansion and contraction of water at freezing and thawing temperatures. Recently, automatic pothole detection systems have been studied, such as vibration-based methods and laser scanning methods. However, the vibration-based methods have low detection accuracy and limited detection area. Moreover, the costs for laser scanning-based methods are significantly high. Thus, in this paper, we propose a new pothole detection system using a commercial black-box camera. Normally, the computing power of a commercial black-box camera is limited. Thus, the pothole detection algorithm should be designed to work with the embedded computing environment of a black-box camera. The designed pothole detection algorithm has been tested by implementing in a black-box camera. The experimental results are analyzed with specific evaluation metrics, such as sensitivity and precision. Our studies confirm that the proposed pothole detection system can be utilized to gather pothole information in real-time.

• International Journal of Highway Engineering
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• v.11 no.2
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• pp.99-109
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• 2009

Fine-size exposed aggregate portland cement concrete pavements (FEACP) have surface texture of exposed aggregate by removing upper 2$\sim$3mm mortar of surface of which curing is delayed by using delay-setting agent. FEACPs have advantages of maintaining low-noise and adequate skid-resistance level during the performance period than general portland cement concrete pavements. It is necessary to ensure the durability environmental loading to prevent unexpected distress during the service life of FEACP. In the process of curing, volume change accompanied change in by moisture and temperature could be an important cause of crack in concrete to construct for successful FEACP, The use of chloride containing deicer may accelerate defects of concrete pavement, such as crack and scaling. This study aim to evaluate environmental loading resistance of FEACP, based on the estimation of shrinkage-crack-control-capability by moisture evaporation and scaling by deicer in freeze-thaw reaction.

• International Journal of Highway Engineering
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• v.13 no.1
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• pp.157-168
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• 2011

Recently, the cases of freeze-thaw distress on concrete pavement in domestic have been reported periodically. Hereupon, the necessity to establish the standard of spacing factor came to the fore. The test method for analyzing spacing factor is provided in the standard of ASTM C 457. Since researchers tend to judge study results subjectively, the results should be revised throughly. Image analysis program for determining the characteristics of air-void system on hardened concrete identify air void through the difference of a color. The pixel intensity values used in this program have a significant effect on the analysis results. This study compared the automated void count by varying pixel intensity values with the manual void count in order to determine the optimum range of pixel intensity values. Also, this study analyzed the air-void characteristics on eight kinds of concrete mixtures. In this study, it was confirmed that the variation of void counted manually was around 10% from the results of round robin test, and that the optimum range of pixel intensity values is around 80~90. And it was also confirmed that air content (as a whole) was increased generally and spacing factor was decreased by increasing air-entrainer content. But some concrete mixtures showed a tendency that air content was constant and spacing factor was decreased by increasing air-entrainer content. This causes the air entrained by air-entrainer has more influence on spacing factor than air content. Also, the deviation of spacing factor by cutting position of concrete specimen was about 30~100${\mu}m$ because of the limit of 2-D image analysis. The additional study about variation of spacing factor by cutting position of concrete specimen will be performed later.