• International Journal of Highway Engineering
• /
• v.12 no.4
• /
• pp.53-60
• /
• 2010

Geogrid-reinforced asphalt pavement is a pavement type applicable to overlay for repair in addition to new construction. The geosynthetic materials are placed between the asphalt layers to stop or delay propagation of the cracking existing at lower layers and to reduce the rutting. In this study, the cracking, rutting, IRI, and deflection were investigated to compare the performance between geogrid-reinforced asphalt pavement and ordinary or polymer modified asphalt pavement. Based on field conditions, the 11 sections were classified into 3 groups; sections proper to compare, sections with restrictions to compare, sections with difficulties in comparing, and the data was statistically analyzed. Larger resistance to rutting and increased IRI were measured at the geogrid-reinforced asphalt pavement sections comparing to the ordinary or polymer modified asphalt pavement sections. However, the deflections of the pavements were similar and the resistance to the cracking could not be compared because of short pavement lives.

• International Journal of Highway Engineering
• /
• v.19 no.2
• /
• pp.87-95
• /
• 2017

PURPOSES : The objectives of this study are to evaluate moisture sensitivity of various asphalt mixtures and to suggest an alternate method for the dynamic immersion test, which is used to determine the application of anti-stripping agent, by analyzing bond strength. METHODS : The bond strength of various asphalt mixtures such as hot mix asphalt, warm mix asphalt, and polymer-modified asphalt was evaluated by the ABS test. In order to characterize moisture sensitivity at different temperatures of the mixtures, the ABS test was conducted at $-10^{\circ}C$, $5^{\circ}C$, $20^{\circ}C$, $40^{\circ}C$, and $54^{\circ}C$ under both dry and wet conditions. The concept of the bond strength ratio was applied for objective moisture sensitivity analysis. Moreover, the bond strength characteristic was compared to the dynamic immersion test to suggest an alternate method to determine the application of anti-stripping agent. RESULTS AND CONCLUSIONS : Overall, the polymer-modified asphalt demonstrates the highest bond strength characteristic regardless of moisture condition and temperature. The bond strength characteristic displays a highly reliable linear relationship from $5^{\circ}C$ to $40^{\circ}C$, and the relationship could be used to predict bond strength at any intermediate temperature. Based on the analysis of bond strength and retained asphalt ratio, the bond strength value of 1254 kPa could be applied as a criterion for anti-stripping agent.

• International Journal of Highway Engineering
• /
• v.12 no.2
• /
• pp.81-90
• /
• 2010

This paper describes the results of laboratory and field performance tests on the polymer modified asphalt binder and mixtures developed in this study for porous asphalt pavements. Various physical and mechanical laboratory tests including DSR and BBR tests are performed for two types of modified binders, and one type of binder is selected based on the binder testing results. Mix designs are conducted for the selected asphalt binder and a Japanese modified binder, respectively. Various performance tests including fatigue tests, wheel tracking tests, and moisture susceptibility tests are conducted for the domestic and Japanese porous asphalt mixtures. Test results indicate that the overall performance characteristics of the domestic mixture are similar to or better than those of the Japanese mixture. Based on the laboratory testing results, the domestic porous mixture is applied to a field test section. Periodic field investigations are conducted to evaluate the changes in noise level and air voids with time. The road noise analysis shows that the noise levels of the porous pavement keep increasing and, after two years, are similar to those of SMA pavements.

• 한국도로학회:학술대회논문집
• /
• 2010.03a
• /
• pp.241-246
• /
• 2010

• Proceedings of the Korea Concrete Institute Conference
• /
• 2008.04a
• /
• pp.613-616
• /
• 2008

This study is about appling non-exposure waterproofing method which combines the Cement Polymer Modified Waterproof Membrane coating and Selfadhesive Rubberized Asphalt sheet to the Roof Structure, Because there are a lot of problems in previous methods. So We had the performance tests using waterproofing method which combines two materials, and we analyzed the results. This study showed us very important results. We had bond strength test and tensile test under high, normal and low temperature, and the results were successful. And we also tested for coping with crack and movement. We found that tested materials were safe in those conditions. I think that Non-Exposure waterproofing method which combines the Cement Polymer Modified Waterproof Membrane coating and Selfadhesive Rubberized Asphalt sheet is available to concrete structure.

• International Journal of Highway Engineering
• /
• v.17 no.3
• /
• pp.69-76
• /
• 2015

PURPOSES : Performance evaluation of four types of asphalt concrete overlays for deteriorated national highways. METHODS : Pavement distress surveys for crack rate and rut depth have been conducted annually using an automated pavement survey vehicle since 2007. Linear and non-linear performance prediction models of the asphalt concrete overlays were developed for 43 sections. The service life of the asphalt overlays was defined as the number of years after which a crack rate of 30% or rut depth of 15mm is observed. RESULTS : The service life of the asphalt overlays was estimated as 17.4 years on an average. In 90.7% of the sections, the service life of the overlays was 15 years or more which is 1.5 times the life of conventional asphalt concrete overlays used in national highways. The performance of the overlays was dependent on the type of asphalt mixture, traffic volume levels, and environmental conditions. CONCLUSIONS : The usage of stone mastic asphalt (SMA) and polymer-modified asphalt (PMA) for the overlays provided good resistance to cracking and rutting development. It is recommended that appropriate asphalt concrete overlays must be applied depending on the type of existing pavement distress.

• Journal of the Korea Concrete Institute
• /
• v.14 no.3
• /
• pp.402-408
• /
• 2002

The permeable polymer-modified concrete has a lot of internal voids, which has more excellent performance in permeability and durability than asphalt and cement concrete. Therefore, the purpose of this study is to ascertain the strength properties of water-permeable polymer concretes with SBR latex and redispersible polymer powder. The water-permeable polymer concretes using SBR latex and redispersible polymer powder with water-binder ratio of 29 ％, polymer-cement ratios of 0, 5, 10, 15 and 20 ％ are prepared, and tested for compressive strength, splitting tensile strength, flexural strength, water permeablility. From the test results, improvements in the strength properties of the water-permeable polymer concretes due to the addition of the SBR latex and redispersible polymer powder are discussed.

• Journal of The Korean Society of Agricultural Engineers
• /
• v.62 no.3
• /
• pp.29-38
• /
• 2020

Since some warm-mix asphalt (WMA) concretes were known to show poorer rut resistance than the hot-mix asphalt (HMA) concretes, many studies were performed in efforts of improving its performance at high temperature. The reason is assumed to be due to the moisture remaining in aggregates dried at lower temperature. Therefore, not only the rut resistance, the crack resistance of WMA concrete was also in question. In this study, fatigue life of WMA concrete was evaluated in comparison with HMA using 3-point bending (3PB) beam test. The asphalt mixtures were prepared based on Korean mix-design guide using a 13 mm dense-graded aggregate and 6 binders; two HMA binders and four WMA binders. By 3PB fatigue test, normal (unmodified) and polymer-modified WMA concretes were evaluated in comparison with normal and polymer-modified HMA concretes at a low temperature (-5℃). The results showed that most of WMA concretes showed longer fatigue lives than HMA concretes, even though the same PG binders were used for HMA and WMA. This result indicates that the WMA concretes have stronger resistance against fatigue cracking than HMA at the low temperature, and this result is in contrast to the high-temperature performance test.

• International Journal of Highway Engineering
• /
• v.18 no.1
• /
• pp.57-62
• /
• 2016

PURPOSES : Reflection cracking has been one of the major causes of distress when asphalt pavement is laid on top of concrete pavement. This study evaluated the reflection cracking resistance of asphalt mixtures reinforced with asphalt embedded glass fiber and carbon fiber using a Texas Transportation Institute (TTI) overlay tester. METHODS : Different asphalt mixtures such as polymer-modified mastic asphalt (PSMA) and a dense graded asphalt mixture were reinforced with asphalt-embedded carbon fiber and glass fiber. For comparison purposes, two PSMA asphalt mixtures and one dense graded asphalt mixture were evaluated without fiber reinforcement. Two different overlay test modes, the repeated overlay test (R-OT) and monotonic overlay test (M-OT), were used to evaluate the reflection cracking resistance of asphalt mixtures at $0^{\circ}C$. In the R-OT test, the number of repeated load when the specimen failed was obtained. In the M-OT test, the tensile strength at the peak load and tensile strain were obtained. RESULTS : As expected, the fiber-reinforced asphalt mixture showed a higher reflection cracking resistance than the conventional nonreinforced asphalt mixtures based on the R-OT test and M-OT test. The dense graded asphalt mixture showed the least reflection cracking resistance and less resistance than the PSMA. CONCLUSIONS : The TTI overlay tester could be used to differentiate the reflection cracking resistance values of asphalt mixtures. Based on the R-OT and M-OT results, the carbon-fiber-reinforced asphalt mixture showed the highest reflection cracking resistance among the nonreinforced asphalt mixtures and glass-fiber-reinforced asphalt mixture.

• International Journal of Highway Engineering
• /
• v.6 no.2 s.20
• /
• pp.15-24
• /
• 2004

Oxidation causes increment of the quantity of large molecular size or LMS in asphalt and is a major reason for hardening of asphalt binder. An extended service life of pavement on a road is expected by reducing oxidation of binder. Oxidation of binder occurs during hot mixing with aggregates before placement on road and then during in-service after the asphalt pavement is constructed. Quantitative increase of LMS as result of aging after RTFO and PAV was analyzed based on the data from high-pressure gel-permeation chromatography (HP-GPC). Polymer modified asphalt (PMA) after RTFO procedure showed 20-30% increment in LMS and then after PAV procedure more than twice, although the percentage of increment was different according to asphalt brand and grade. The PMAs containing LDPE or SBS, which showed a great mechanical property improvement in previous studies, were selected for characterizing PMA aging In this study. Considerably reduced increment of LMS was observed from the PMA containing LDPE after RTFO and PAV procedures. The GPC result showing the binder with less LMS increment means that the asphalt while being mixed with LDPE was aged less during the aging treatment. The dispersed particle of LDPE in asphalt cement seems to disturb oxidative aging reaction and evaporation.