• International Journal of Highway Engineering
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• v.17 no.1
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• pp.69-75
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• 2015

PURPOSES : The objective of this study is to evaluate the effectiveness of a geogrid reinforced subbase of permeable flexible pavement structures with respect to permanent deformation. METHODS : Experimental trials employing a repeated triaxial load test scheme were conducted for both a geogrid reinforced subbase material and a control specimen to obtain the permanent deformation properties based on the VESYS model. Along with this, a finite element-based numerical analysis was conducted to predict pavement performance with respect to the rutting model incorporated into the analysis. RESULTSAND CONCLUSIONS : The results of the experimental study reveal that the geogrid reinforcement seems to be effective in mitigating permanent deformation of the subbase material. The permanent deformation was mostly achieved in the early stages of loading and then rapidly reached equilibrium as the number of load applications increased. The ultimate permanent deformation due to the geogrid reinforcement was about 1.5 times less than that of the control specimen. Numerical analysis showed that the permeable, flexible pavement structure with the geogrid reinforced subbase also exhibits less development of rutting throughout the service life. This reduction in rutting led to a 20% decrease in thickness of the subbase layer, which might be beneficial to reduce construction costs unless the structural adequacy is not ensured. In the near future, further verification must be conducted, both experimentally and numerically, to support these findings.

• Journal of the Korean Recycled Construction Resources Institute
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• v.5 no.4
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• pp.89-98
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• 2010

Recently, many researches on bottom ash which is produced in the burning process of power plant are actively performed for its utilization for soil-subbase materials. In this paper, bottom ashes from 5 different power plants are prepared and several tests including compaction, CBR, and tri-axial compression are carried out for mixed bottom ash and weathered soil considering 3 replacement ratio of 30%, 50%, and 70%. Through the tests, CBR result over 20 are evaluated without plastic property, which shows availability of subbase material. With higher increase in replacement ratio of bottom ash, CBR of mixed soil increases due to the higher mechanical performance of bottom ash. However, replacement effects of bottom ash on friction angle and cohesion are evaluated to be little since bottom ash plays a little role in rearrangement of mixed soil. Bottom ash with a good mechanical property is evaluated to have reasonable bearing capacity which shows a good property for subbase materials.

• International Journal of Highway Engineering
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• v.3 no.2 s.8
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• pp.103-112
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• 2001

This study was performed to evaluate applicability of recycled aggregates as subbase and surface concrete materials for cement concrete pavement. Laboratory compaction test, CBR test and plate load bearing test were conducted to evaluate applicability for pavement subbase materials. Recycled concrete for surface course was manufactured with a design strength of $280kgf/cm^2$. Normal coarse aggregate was substituted with recycled aggregates with five different ratios, 0%, 20%, 40%, 60% and 80% for recycled concrete mixes. Fresh concrete Properties, concrete strength properties for the five substitution percentages of recycled aggregates after 28-day curing and freezing-and-thawing resistance were evaluated experimentally. Based on the experimental results, it was concluded that the recycled aggregate was the material good enough to use for subbase material, and 40% or lower substitution ratio was an appropriate percentage of recycled aggregates replacement for surface concrete.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.3D
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• pp.331-338
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• 2008

Road pavements consist of layered structure and each layer is made of various materials. The load responses of pavement structures are very sensitive to properties of subbase materials. Successful pavement design, therefore, depends on the method and the accuracy of measuring material properties, and it requires realistic description of the behavior of layered materials. Resilient modulus ($M_R$) is widely used properties representing pavement structure materials. In this study, we collected data for mechanical characteristics of subbase materials that were used in domestic construction and adopted them to form a constitutive equation of subbase $M_R$ value. Proposed model was evaluated through the finite element analysis.

• International Journal of Highway Engineering
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• v.8 no.2 s.28
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• pp.37-47
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• 2006

The structural response and performance of a flexible pavement can be improved through the use of geogrids as base course reinforcement. Current ongoing research at the University of illinois has focused on the development of a geogrid base reinforcement mechanistic model for the analysis of reinforced pavements. This model is based on the finite element methodology and considers not only the nonlinear stress-dependent pavement foundation but also the isotropic and anisotropic behavior of base/subbase aggregates for predicting pavement critical responses. An axisymmetric finite element model was developed to employ a three-noded axisymmetric membrane element for modeling geogrid reinforcement. The soil/aggregate-geogrid interface was modeled by the three-noded membrane element and the neighboring six-noded no thickness interface elements. To validate the developed mechanistic model, the commercial finite element program $ABAQUS^{TM}$ was used to generate pavement responses as analysis results for simple cases with similar linear elastic material input properties. More sophisticated cases were then analyzed using the mechanistic model considering the nonlinear and anisotropic modulus property inputs in the base/subbase granular layers. This paper will describe the details of the developed mechanistic model and the effectiveness of geogrid reinforcement when used in different quality unbound aggregate base/subbase layers.

• International Journal of Highway Engineering
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• v.13 no.1
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• pp.33-40
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• 2011

The resilient modulus which is presented mechanical properties of compacted subbase material is the design parameter on the Mechanistic - Empirical pavement design guide. The compaction control method on the Mechanistic - Empirical pavement design guide will be the way to confirm whether the in-situ elastic modulus measured after the compaction meets the resilient modulus which is applied the design. The resilient modulus in this study is calculated by the neural network suggested by Korea Pavement Research Program, and degree of compaction as the existing compaction control test and plate bearing capacity test(PBT) was performed to confirm whether the in-situ elastic modulus is measured. The Light Falling Weight Deflectometer(LFWD) is additionally tested for correlation analysis between each in-situ elastic modulus and resilient modulus, and is proposed correlation equation and test interval which can reduced overall testing cost. Also, the subbase compaction control procedure based on the in-situ elastic modulus is proposed using the in-situ PBT and LFWD test result.

• International Journal of Highway Engineering
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• v.13 no.4
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• pp.41-50
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• 2011

It is well-known that pavement is easily damaged by several factors including permanent deformation and fatigue crack, causing service life of the pavement to be shorter than expected. It is very important to predict amount of permanent deformation for designing pavement and developing design method of pavement. A new model of permanent deformation of pavement materials based on concept of shear stress ratio has been proposed because the lower pavement materials are highly affected by shear strength of the material. In this study a large repetitive triaxial load test has been adapted for performing test of permanent deformation of crushed subbase materials. The test procedure which includes concept of shear stress ratio has been newly developed. Several important model parameters can be obtained from the test that can be used for making correct permanent deformation model of the material.

• 한국도로학회:학술대회논문집
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• 2011.03a
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• pp.153-158
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• 2011

• Journal of Wetlands Research
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• v.17 no.2
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• pp.146-154
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• 2015

Domestic railway industry has grown in numbers, scale of railway ndustrial and operation because was focused on an environmentally sustainable transportation. However, it is not enough to treat and prevent heavy metals which occur as the railway operation increases. The heavy metals occurred when the operating railway and it will be flow into water system with rainfall effluent during rainfall. will flow out along with the rainfall effluent when rainfall comes. In case of a railway bridge, In particular, heavy metals were flow into the water system without any treatment from railway bridges where located nearby rivers and lakes. So, rainfall effluent from railway facilities was occurred pollution of water system. For the prevent of heavy metal runoff during rainfall, the adsorptivity of material in railway roadbed is important.In this study, adsorptivity of gravel which is main gravel and blast-furnace slag were conducted adsorption test and deducted Freundlich's and Langmuir's isothermal adsorption equations. Safety as railway subbase course material was evaluated using modeling. As a result, absorption amount of slag, Cd and Cu, was shown higher than gravel and Pb along with Zn showed higher absorption amount of gravel. However, absorption amount of slag was shown higher than gravel used as railway subbase course material as time passes by. Absorption features had more suitable determination coefficient of heavy metals in warm absorption type such as Langnmuir compared to warm absorption type like Freundlich. To add, they showed less transformation by about 10% compared to gravel in safety evaluation through modeling. This is a railway subbase course material that prevents water outflow of heavy metal thus we can know slag is needed to be used.

• International Journal of Highway Engineering
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• v.15 no.2
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• pp.105-112
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• 2013

PURPOSES : Compared to the criteria from advanced countries, Korea has conservative criteria for the buried depth of pipeline (about 30~70cm deeper) causing the waste of cost and time. Therefore, this research investigated the effect of various buried depths of pipeline on pavement performance in order to modify the criteria to be safe but economical. In addition, a recycled aggregate which is effective in economical and environmental aspect was evaluated to be used as a refilling material. METHODS : In this study, total 10 pilot sections which are composed with various combinations of pavement structure, buried depth of pipeline, and refilling material were constructed and the telecom cable was utilized as a buried pipeline. During construction, LFWD (Light Falling Weight Deflectometer) tests were conducted on each layer to measure the structural capacity of underlying layers. After the construction is completed, FWD (Falling Weight Deflectometer) tests and moving load tests were performed on top of the asphalt pavement surface. RESULTS : It was found from the LFWD and FWD test results that as the buried depth decrease, the deflections in subbase and surface layer were increased by 30% and 5~10%, respectively, but the deflection in base layer remained the same. In the moving load test, the longitudinal maximum strain was increased by 30% for 120mm of buried depth case and 5% for 100mm of buried depth case. Regarding the effect of refilling material, it was observed that the deflections in subbase and surface layer were 10% lager in recycled aggregate compared to the sand material. CONCLUSIONS : Based on the testing results, it was found that the change in buried depth and refiliing material would not significantly affect the pavement performance. However, it is noted that the final conclusion should be made based on an intensive structural analysis for the pavement under realistic conditions (i.e., repeated loading and environmental loading) along with the field test results.