• Proceedings of the Korea Concrete Institute Conference
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• 2008.11a
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• pp.757-760
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• 2008

The latex modified concrete was applied to baseplate of road bridge after 2000 year. This is in the limelight of stability to be missing problems. But, The baseplate of railroad bridge being experience to difficulty that searching method substituted for bridge waterproofing. In this study, I would like to application on P.C.L layer of railroad bridge using the property and merit of L.M.C. As a result performance test about six item, L.M.C was confirmed no problem to performance and application of bridge waterproofing.

• 한국도로학회지:도로
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• v.2 no.1
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• pp.15-19
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• 2000

• 한국도로학회:학술대회논문집
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• 2008.03a
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• pp.47-58
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• 2008

• 한국도로학회:학술대회논문집
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• 2004.10a
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• pp.87-94
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• 2004

• Magazine of the Korea Concrete Institute
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• v.18 no.3 s.92
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• pp.42-50
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• 2006

• Proceedings of the Korea Concrete Institute Conference
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• 2008.11a
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• pp.789-792
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• 2008

Recently, the deteriorations of RC bridge decks on express-way are frequently observed. The major cause of deterioration for the RC concrete bridge decks exposed to de-icing chemiclas would be chloride-induced reinforcement corrosion. Therefore, Waterproofing is necessary for improvement of bridge deck durability and comfortable utility. In this study is to investigate the appearance of deterioration and properties of concrete core from the collect in a bridge deck. The results of this study shows that penetration waterproofing agents shows low infiltration depth and low water-repellent. It appears that the damaging of concrete deck is primarily waterproofing system rather than physical property.

• Journal of the Korean Recycled Construction Resources Institute
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• v.7 no.3
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• pp.224-234
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• 2019

Waterproof layers are installed in civil engineering structures and bridge construction is commonly finished by applying a layer of regular or asphalt concrete above the waterproof layer. However, asphalt materials are susceptible to melting at high temperature due to its superior temperature sensitivity, and this causes the waterproofing material to melt due to the high temperature of the asphalt concrete, thereby increasing the defect occurrence rate due to the thickness reduction. In this study, tensile strength and elongation of hard and soft type of MMA(Methyl Methacrylate) applied to bridges were compared in accordance to standard performance criteria based on different mixture ratios. Results of comparative testing showed that hard MMA resin can display a satisfactory tensile strength, and soft MMA resin displays satisfactory elongation properties, but as the two resin types are separately used, neither types are able to satisfy the standard requirements outlined in KS F 4932. When the amount of the powder exceeds 56.25% of the total amount, voids are generated on the surface after curing and self leveling was impossible and a heterogeneous surface is formed. Furthermore, when the hard resin: soft resin: powder mixture ratio was set to 15g: 85g: 150g. the tensile strength was $1.5N/mm^2$ and the elongation percentage was 133% which satisfy the tensile performance of KS F 4932.

• International Journal of Highway Engineering
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• v.9 no.2 s.32
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• pp.129-140
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• 2007

A major purpose of this study is to develop a drainage system that can quickly drain water penetrated into pavement layers to mitigate pot holes which is one of the major distress types in bridge deck pavements. This system can be established by applying a thin drainage layer between waterproof and pavement layers. The most important elements for this system are the performance of waterproof layer and construction technique for the thin drainage layer. The porous asphalt mix with the maximum aggregate size of 10mm is first developed based on the porous asphalt mix design guide proposed by NCAT, and various physical and mechanical tests are performed to confirm that the porous mix satisfies all the specification requirements. In addition, a series of laboratory tests including low-temperature bending and bonding strength tests for the MMA(Methyl Methacrylate) type of waterproofing material. It is observed from the tests that the MMA material satisfies all the specification requirements. To evaluate the Reld performance of the drainage system, a field study has been conducted on a relatively small size bridge. The QC/QA tests are conducted on the both waterproofing and pavement materials. It has been found that the drainage system works well to drain the water penetrated into the pavement layers.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.24 no.4
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• pp.439-447
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• 2011

Longitudinal cracks due to traffic truck loadings that are caused by local deformations of steel orthotropic bridge decks are sometimes observed in the wearing surface. So, underlying causes of the longitudinal pavement crack induced by structural behaviors of steel decks are investigated in this study. For this purpose, The rational finite element model of the steel deck and the pavement having the box girder is developed and a parametric study is performed by varying thickness or elastic modulus ratios of both the steel deck plate and the pavement. As a result, a large tensile strain above the webs of the u-rib and the box girder, which becomes the main cause of the cracks of the pavement, is detected from variation of the normal strain component of the wearing surface in the transverse direction.

• 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,