Asphalt pavement overlay method is one of widely chosen construction methods for remodelling existing aged concrete pavement layer. However, in this case reflective cracking is a challenging issue due to movement of transverse joints: built in existing concrete pavement layer with constant interval length. In this paper, collecting field data: collection of displacement and temperature data on existing concrete pavement layer for further complicated pavement performance analysis, was performed. To fulfil this objective, various types of thermometer were embedded into concrete layer with different depth level. Then, movement of existing concrete layer was measured numerically. Each Displacement Measuring Gauge (DMG) along with thermometer was embedded with depth of 3cm and 15cm, respectively. Additional thermometers were embedded at the middle depth of overlaid asphalt pavement layer for further extensive analysis and data collection. Total four testing sites were considered based on different asphalt mixture type and construction method. The 1st site was constructed with conventional construction approach, the 2nd site was constructed with a new pavement equipment contains simultaneous tack-coating function, the 3rd site was similar to 1st site but Guss-asphalt was constructed as a binder course, and in 4th site Noise-Reduction Porous Asphalt (NRPA) was constructed as a surface course and regular Dense Grade Asphalt (DGA) was constructed as a binder course. A field asphalt pavement layer sample coring works: along with basic material property tests, were also performed to acquire not only overlaid asphalt but also existing concrete pavement materials. This gauge measuring work in this study is an initial step therefore, long-term movement data of each pavement layer was not able to be collected, unfortunately. However through collecting and analysing initial data on each test site, two crucial findings were acquired. First, in all four tested site highest temperature variations were observed at the upper asphalt pavement layer and the variation trends decreased with increase of pavement depth (in case of concrete pavement layer, temperature and movement variations also decreased with increase of pavement depth). Secondly, when Guss-asphalt was applied as a binder course temperature variations of existing concrete pavement layer was crucially smaller than those of other comparison cases. These current findings and collected data set can provide successful input information for further pavement structure analysis such as 2D (and/or 3D) Finite Element Method (FEM) analysis as a future study.

In recent years, pavement distresses have been caused by diverse factors such as spalling, deterioration of repaired sections, blow-up, and alkali aggregate reaction due to changing climate environment of a concrete pavement and its construction and maintenance conditions (supply of materials, increase in use of de-icers, etc,). As a leading repair method for deteriorated concrete pavements, partial-depth repair is implemented in accordance with guidelines of material properties for joints of a concrete pavement and field application evaluation systems, but still some of the repaired sections become deteriorated again at an early stage due to poor construction quality and failure of response to environmental impacts. Distresses that can be corrected with partial-depth repairs are largely divided into those of repair materials and of the existing pavement bonded to repair materials, and combined distress of repair materials and the existing pavement. Although re-repair methods should be different by distress type and scale than conventional pavement repair methods, appropriate repair methods and guidance for re-repairs have not been in place so far, and therefore currently, re-repair practices follow the existing manual of partial depth repairs. Therefore, this study evaluated concrete bond characteristics by removing method and repair scope for an experimental section of frequently distressed pavements to determine a re-repair scope and method for deteriorated partial depth repair sections of concrete pavement, the number of which has increased over time.

Composite pavements are constructed by placing a high functional asphalt surface layer on a high performance concrete rigid base layer and provide a more durable, high functional surface to road users. Service life of composite pavements is dependent on the bonding performance of the lower rigid base and the flexible surface layer. Accordingly, it is necessary to place an impermeability layer between the functional surface layer and the rigid base to enhance bonding performance and to prevent moisture penetration into the rigid base and deterioration of pavement. In order to use optimal composite pavement sections, two types were applied to impermeability layer: highly impermeable water-tight SMA and mastic asphalt currently in use. APT (Accelerated Pavement Testing) and experimental construction were carried out to evaluate bond strengths between the rigid base and the impermeability layer depending on the type of impermeability layers. Composite pavement sections for the APT had a 22 cm concrete rigid base layer and a 5cm functional surface, as well as either 5cm of SMA impermeability layer and 5cm of mastic layer. After applying around 8,574,000 ESALs, pull-off test was conducted, which showed that the mastic section outperformed the SMA section. In the experimental construction, three types of rigid base layers, JCP (Jointed Concrete Pavement), CRCP (Continuously Reinforced Concrete Pavement), and RCCP (Roller Compacted Concrete Pavement), were used for composite pavement sections, and as in the APT, two types of impermeability layers, SMA and mastic, were used per rigid base layer of new and deteriorated concrete pavement. Therefore, seven composite pavement sections in total were constructed. We measured the bond strength over one year or so following the construction of these composite pavement sections and found that regardless of the type of rigid base layer and whether it was new or not, those sections with a mastic impermeability layer had high bond strengths.