Roller Compacted Concrete Pavement (RCCP) is a pavement placed and compacted using an asphalt paver and a compaction roller by applying a small amount of concrete mixture and shows excellent structural performance as a result of hydration reaction of cement and interlocking of aggregates by roller compaction. It also provides economic advantages over conventional concrete pavements by reducing unit cement content and construction period, simplifying construction process, and decreasing traffic closure time (Wayne, 2006). However, given that it tends to show lower IRI levels than common concrete pavements since its low unit water content and binder weight ratios make uniform quality control difficult and roller compaction after paving makes the surface irregular and rough, with rough profile at the bottom of the pavement being reflected on the surface, RCCP is used mainly in port and industrial roads for low speed (60km/h or less) traffic (Dale Harringtion, 2010; Gregory, 2009). In order to apply RCCP to high-speed roadways, diamond grinding (DG) or asphalt overlay that is highly effective in improving roughness is needed (Fares Abdo, 2014; Gregory, 2009). Applying DG over RCCP leads to excellent skid resistance and noise reduction effects as a great percentage of aggregates makes the pavement surface rough, enhancing durability of concrete and the life of DG functionality. In addition, RCCP can be used as a high performance base layer of composite pavements, as it can reduce reflecting cracking at joints and cracked sections thanks to early strength development and low drying shrinkage of concrete. In this study, we assessed longitudinal roughness improvement effects by roughness-affecting factor by applying DG methods and asphalt overlays to three RCCP sites with a variety of sub-structural conditions and analyzed the effects on roughness of existing RCC pavements depending on surfacing method (DG, APOverlay).

In Korea, concrete pavements were first applied to highways in 1981 and as a result of continued increase in length over the past years, 2,592 km of concrete pavement network is currently in service, of which 1,399 km(54%) of concrete pavements is 10 years or older, and 233km(9%) is 20 years or older. The length of concrete pavement sections nationwide has been steadily on the rise every year (EXTRI, 2017). Approximately 54% of current concrete pavement highway network will reach the service life limit in 2025 which means around 660 billion won is needed for future pavement repair project (EXTRI, 2017). Given that concrete pavements beyond design life still have a remaining service life, it is economically advantageous to repair them before reconstruction. Asphalt overlays are a major repair method for older concrete pavements. Depending on the concrete pavement condition, thickness and mixture of asphalt overlays are determined. Service life of asphalt overlays varies by the presence, time and size of cracks in existing concrete pavements and reflecting crack at joints. Temperature change of concrete pavement is among the major reaction parameters of reflecting crack. Reflecting crack develops when asphalt bottom-up cracking by longitudinal shrinkage and expansion due to temperature change of the concrete base layer, top-down cracking by temperature difference between top and bottom of concrete, and shear stress by traffic loading are combined (Baek, 2010). Crack and joint behaviors of concrete pavement vary between the base layer and the concrete surface of composite pavement system, and different conductivity by mixture and thickness of asphalt overlay leads to temperature change of concrete base course. This study measured temperatures of each layer of diverse composite pavements in place on site and analyzed differences in temperature change of concrete base layer depending on mixture and thickness of asphalt overlays. Overlay thickness parameters were 5cm and 10cm, two values most widely used, while mixture parameters were SMA and porous asphalt. Based on temperature change of concrete surface, this study also evaluated the difference of temperature change in concrete base layer with an asphalt overlay on top. Findings from this study are expected to be utilized for studies on mechanism and modeling of reflecting crack in old concrete pavements with asphalt overlays.

A single cross, Ilmichal, is a waxy corn hybrid (Zea mays L.) developed by the maize breeding team at the National Institute of Crop Science (NICS), RDA in 2005. This hybrid, which has white kernels, a good eating quality, lodging resistance and high yiel

A single cross, Chalok 4, is a waxy corn hybrid (Zea mays L.) developed by the maize breeding team at the National Institute of Crop Science (NICS), RDA in 2004. This hybrid, which has white kernels, a good eating quality and high yield of ear weight, was

A single cross, Jangdaok, is an yellow dent maize hybrid (Zea mays L.) developed by the maize breeding team at the National Institute of Crop Science (NICS), RDA in 2003. This hybrid, which has a high yield of dry matter, total digestible nutrients (TDN)

Chalok3, a new waxy corn hybrid was developed at the National Crop Experiment Station, RDA in 2001. It is a single cross hybrid, which was crossed between KW35 as a seed parent and KW7 as a pollen parent. Chalok3 was 73 days in days to silking and eight d

Sinchalok, a new waxy corn hybrid was developed from the cross between two inbred lines KW36 as a seed parent and KW1 as a pollen parent at the National Crop Experiment Station, RDA in 2001. Sinchalok was 66 days in days to silking and early maturity hybr

A single cross, Pungmiok is yellow dent hybrid maize (Zea mays L.) developed by the corn breeding team at the National Crop Experiment Station (NCES), RDA in 2002. This hybrid, which has a high yield of dry matter, total digestible nutrients (TDN), is mad