• Journal of the Korean Data and Information Science Society
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• v.27 no.1
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• pp.67-74
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• 2016

Due to the character of the climate of Korea, the pavement of a road is Influenced by freezing in winter season and thawing in thawing season. In the last few years, several articles have been devoted to the study to minimize the damage of freezing and thawing action. The purpose of this paper is to identify appropriacy of factors that influence road pavement thickness. We conduct the decision tree analysis on the field data of road pavement. The target variable is 'Frost penetration'. This value was calculated from the temperature data. The input variables are 'Region', 'Type of road pavement', 'Anti-frost layer', 'Month' and 'Air temperature'. The region was divided into 9 regions by freezing index $350{\sim}450^{\circ}C{\cdot}day$, $450{\sim}550^{\circ}C{\cdot}day$, $550{\sim}650^{\circ}C{\cdot}day$. The type of road pavement has three-section such as area of cutting, boundary area of cutting and bankin, lower area of banking. As the result, the variables that influence 'Frost penetration' are Month, followed by anti-frost layer, air temperature and region.

• 한국방재학회:학술대회논문집
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• 2011.02a
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• pp.82-82
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• 2011

현재 도로 포장 설계시 동결심도의 결정은 30년간 관측한 기상자료 분석을 통해서 얻은 동결지수를 근거로 하여 동결심도를 산정한다. 그러나 기후 온난화 현상 등 변화된 기상조건과 대기온도를 근거로 작성된 동결지수와 대기온도에 따른 실제 포장 내부의 온도 변화를 반영하지 못하고 있다. 따라서, 본 연구에서는 설계시 산정된 동결심도와 실제 현장의 동결심도의 차이를 확인하기 위하여 한반도 북부지역을 동결지수에 따라 동결지수 $550{\sim}650^{\circ}C{\cdot}$일, $450{\sim}550^{\circ}C{\cdot}$일, $350{\sim}450^{\circ}C{\cdot}$일, $350^{\circ}C{\cdot}$일 이하로 구분하여 15개 지역을 선정하였고, 각 지역별로 절토부, 절성경계부, 저성토부(2m 이하 성토부) 구간으로 45단면을 구분하여 현장계측시스템을 구축하였다. 그리고 현장계측시스템으로부터 얻어진 대기온도와 포장층별 온도를 이용하여 현장 동결심도를 산정하고 동결심도 산정식의 동결심도와 비교하였다. 또한, 현장 동결심도를 이용하여 동결심도선도를 작성하였다.

• International Journal of Highway Engineering
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• v.11 no.4
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• pp.143-152
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• 2009

The purpose of this study is to evaluate the freezing index and frost penetration depth. The freezing index and frost penetration depth were analyzed using air temperature and temperature profile of pavement system in Korea LTPP-SPS(Long Term Pavement Performance-Specific Pavement Study) site. The predicted frost penetration depth were then compared with the measured one from the LTPP sites. And the trend of annual freezing index was analyzed using the temperature data of meteorological stations located in the vicinity of Korea LTPP-SPS site. The result showed that the freezing index was rapidly decreased since 1987, and it was known that the use of freezing index determined from the past 30 years temperature data could cause the over estimates in the pavement thickness design. The temperature profile measured at 3 sections of LTPP-SPS sites showed that the temperature of subbase layer was above $0^{\circ}C$, even though anti-frost layers were found in these sections. Comparing the measured and calculated frost depth, the frost depth calculated from the subgrade frost penetration permissible method showed a similar trend with the measured frost depth.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.1
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• pp.329-336
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• 2013

The infrastructure of flexible pavement is composed of aggregate subbase, anti-frost layer, and subgrade. In particular, the subgrade performance is affected by climates such as frost action and precipitation. The method of TDR(Time Domain Reflectometry) sensors to measure moisture contents in subgrade layer has been used in the research. Due to the TDR method using dielectric permitivity of soil and water, the sensors can be affected by the low subgrade temperatures. The air temperatures frequently drops below $-20^{\circ}C$ in the winter in Korea. As a result, it is necessary to estimate the accuracy of the TDR moisture sensors in the range of below zero temperatures. In this study, the subgrade temperatures of lower than $-2^{\circ}C$ were extended to evaluate temperature sensitivity of the TDR moisture sensors. The test results revealed that the moisture contents around the sensors were reduced while those of the upper part of specimen showed a tendency to increase as the specimen surface temperature drops below zero under the volumetric moisture contents(VMC) of 20% and 30%. However, the impact of temperature on the function of the sensor at lower water contents was found to be negligible if any.

• 한국방재학회:학술대회논문집
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• 2011.02a
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• pp.83-83
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• 2011

도로의 동상방지층을 설치하기 위하여 동결관입깊이를 산정하며, 동결지수는 대기온도의 강도와 지속시간의 누가영향으로 표시된다. 대기온도는 일평균 대기온도를 사용하며 4개/일 평균(대기온도$_4$)을 사용하는 것이 일반적이지만, 현재 기상청에서 제공하고 있는 일평균 대기온도는 8개/일(대기온도$_8$)를 제공하고 있다. 이러한 일평균 대기온도의 산정하는 방법이 동결지수의 산정결과에 미치는 영향을 확인하기 위하여 한반도 남부지역(동결지수 $350^{\circ}C{\cdot}$일) 미만 6개지역을 저성토부, 절성경계부 및 절토부로 구분하여 15개소에 대하여 현장계측시스템을 구축하였다. 그리고 현장계측 시스템으로부터 얻어진 대기온도를 통하여 동결지수를 산정하여 비교하였다. 동결지수 비교결과 일반적으로 일평균 대기온도$_4$를 사용한 경우가 일평균 대기온도$_8$을 사용하는 경우보다 약 3% 전후 큰 것으로 나타나났으며, 6개 지역의 동결지수를 결정할 때 대기온도$_8$을 사용한 동결지수를 보정할 수 있는 보정식을 제안하였다.

• Journal of the Korean Society of Hazard Mitigation
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• v.10 no.4
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• pp.47-54
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• 2010

This study is progressed function ratio, it's trued taste by an experiment to present data for human work light weight aggregate development that use clink ash progressed liquid limit, small success limit, wear loss in quantity, sand equivalent, sieve cutting examination. 80:20's match of function rain examination is 1.4, and that use rubble aggregate as recyeled-panit lightweight aggregate's capacity ratio increases by 1.0 increase of function rain many. Also, examination multiplied delicate flavor gradually according to increase of the mixing rate, and absorption coefficient increased. This is judged by phenomenon that appear by special quality upper recycled-panit of polystyrene bid and porosity's increase between lightweight aggregate. It is case that use aggregate of wear loss in quantity is 13.5 in sand equivalent and a wear loss in quantity experiment and although case that mix 20% increases by 14.4, this phenomenon by weak tissue of lightweight aggergate be judged. When it's as a these experiment, the statue prevention floor of a street improvement specifications is prescribing so that satisfy by sand equivalent 20, CBR 10. This is showed result that this satisfies in quality standard all in match experiment ago that see.

• Journal of the Korean Geosynthetics Society
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• v.12 no.3
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• pp.75-79
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• 2013

The frost depth is one of important factors in the design of structures such as roadways, buried pipeline, and foundations. A frost indicator with methylene blue solution has several advantages with respect to installation cost, maintenance, and simple measurement. However, as a geotechnical engineering aspect, the accuracy of the frost indicator has not been proved yet. This paper presents experimental and field investigations of the accuracy of the frost indicator and contour maps of maximum frost depth. The contour maps of maximum frost depth can be applied to design geo-infrastructure in South Korea.

• International Journal of Highway Engineering
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• v.18 no.2
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• pp.83-90
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• 2016

PURPOSES : Nowadays, cavity phenomena occur increasingly in pavement layers of downtown areas. This leads to an increment in the number of potholes, sinkholes, and other failure on the road. A loss of earth and sand from the pavement plays a key role in the occurrence of cavities, and, hence, a structural-performance evaluation of the pavement is essential. METHODS: The structural performance was evaluated via finite-element analysis using KPRP and KICTPAVE. KPRP was developed in order to formulate a Korean pavement design guide, which is based on a mechanical-empirical pavement design guide (M-EPDG). RESULTS: Installation of the anti-freezing layer yielded a fatigue crack, permanent deformation, and international roughness index (IRI) of 13%, 0.7 cm, and 3.0 m/km, respectively, as determined from the performance analysis conducted via KPRP. These values satisfy the design standards (fatigue crack: 20%, permanent deformation: 1.3 cm, IRI: 3.5 m/km). The results of FEM, using KICTPAVE, are shown in Figures 8~12 and Tables 3~5. CONCLUSIONS: The results of the performance analysis (conducted via KPRP) satisfy the design standards, even if the thickness of the anti-freezing layer is not considered. The corresponding values (i.e., 13%, 0.7 cm, and 3.0 m/km) are obtained for all conditions under which this layer is applied. Furthermore, the stress and strain on the interlayer between the sub-grade and the anti-freezing layer decrease gradually with increasing thickness of the anti-freezing layer. In contrast, the strain on the interlayer between the sub-base and the anti-freezing layer increases gradually with this increase in thickness.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.3D
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• pp.453-459
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• 2006

This paper presents an experimental evaluation of wandering effect on asphalt concrete pavement responses. A laser-based wandering system has been developed and its performance is verified under various field conditions. The portable wandering system composed of two laser sensors with Position Sensitive Devices can allow one to measure the distance between laser sensors and tire edges of moving vehicle. Therefore, lateral position of each wheel on the pavement can be determined in a real time manner. Pavement responses due to different loading paths are investigated using a roll over test which is carried out on one of asphalt surfaced pavements in the Korea Highway Corporation test road. The pavement section (A5) consists of 5 cm thick surface course; 7 cm intermediate course; and 18 mm base course, and is heavily instrumented with strain gauges, vertical soil pressure cells and thermo-couples. From the center of wheel paths, seven equally-spaced lateral loading paths are carefully selected over an 140 cm wandering zone. Test results show that lateral horizontal strains in both surface and intermediate courses are mostly compressive right under the loading path and tensile strains start to develop as the loading offset becomes 40 cm from the wheel path. The development of the vertical stresses in the top layers of subbase and anti-frost is found to be minimal once the loading offset becomes 50 cm.

• International Journal of Highway Engineering
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• v.8 no.3 s.29
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• pp.129-141
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• 2006

The vertical soil pressure developed in the granular layer of asphalt pavement system is influenced by various factors, including the wheel load magnitude, the loading speed, and asphalt pavement temperature. This research observed the distribution of vertical soil pressure in pavement supporting layer by investigating measured data from soil pressure gage in the KHC Test Road. The existing specification of subbase and subgrade compaction was also evaluated with measured vertical pressure. The finite element analysis was conducted to verify the accuracy of results with measured data because it can maximize research capacity without significant field test. The test data was collected from A5, A7, A14, and A15 test sections at August, September, and November 2004 and August 2005. Those test sections and test data were selected because they had best quality. The size of influence area was evaluated and the vertical pressure variation was investigated with respect to load level, load speed, and pavement temperature. The lower speed, higher load level, and higher pavement temperature increased the vertical pressure and reduced the area of influence. The finite element result showed the similar trend of vertical pressure variation in comparison with measured data. The specification of compaction quality for subbase and subgrade is higher than the level of vertical pressure measured with truck load so that it should be lurker investigated.