콘크리트는 우수하고 뛰어난 내구성에 의해 구조물 건설에 가장 많이 사용되는 재료 중 하나이다. 오늘날 급격한 경제의 발전 및 도시화 등에 의해 오늘날 구조물은 대형화 및 고층화되고 있다. 이에 따라 고강도, 고경량, 고내구 콘크리트 개발에 대한 다양한 연구가 진행되고 있다. 특히 나노소재가 첨 가된 콘크리트는 나노소재에 의해 미세공극이 충진되어 강도 및 내구성이 우수한 것으로 알려져있다. 그러나 기존 나노소재가 적용된 콘크리트는 단위중량이 높아 이를 구조물에 적용시 자중을 증가시키 는 단점이 있다. 이에 본 연구에서는 입자 직경이 10-100 μm이지만 입자 내부의 공극이 있어 단위 중량이 0.6t/m3인 Micro hollow sphere가 잔골재로 사용된 고경량, 고강도 콘크리트의 염화물 침투 특성을 평가하였다. 본 연구에서 사용된 실험변수로써 Micro hollow sphere의 잔골재 치환량(0%, 42%, 100%)가 고려되었으며, 이 시편의 단위중량은 각각 2.37 t/m3, 1.89 t/m3, 1.62 t/m3이다. Micro hollow sphere가 사용된 콘크리트의 염화물 침투 특성은 NT-Build 492 시험을 통해 평가되었다. 실 험결과 Micro hollow sphere 치환율이 0%, 42%, 100%인 실험체의 단위중량은 염화이온 확산계수는 각각 4.45 x10-13 m2/s, 2.57 x10-13 m2/s, 1.4x10-13 m2/s로 Micro hollow sphere 치환량이 증 가함에 따라 염화이온 침투 저항성이 증가하는 것으로 확인되었다. 따라서, Micro hollow sphere를 이용한다면 단위중량이 작으며 내구성이 큰 고경량, 고내구 콘크리트 배합이 가능할 것으로 판단된다.

최근 생활방식의 변화로 인하여 실내 생활이 점점 증가함에 따라 다양한 인테리어 자재의 수요가 증가하고 있으며, 이에 따라 인테리어 스톤 제품 생산 과정에서 발생하는 산업 폐기물인 슬러지의 발 생도 더불어 증가하고 있다. 발생하는 슬러지는 전량 소각 및 매립되어 처리되고 있으며 환경파괴 및 매립지 부족 등의 문제로 슬러지 처리에 어려움을 겪고 있는 실정이다. 이와 더불어 최근 건설 현장의 골재 수급은 매우 어려운 상황이며 이는 직접적으로 레미콘의 품질 및 가격에 영향을 미치게 된다. 이 러한 문제점의 해결을 위하여, 본 연구에서는 모르타르 내부의 잔골재를 인테리어 스톤 슬러지로 치환 하여 슬러지의 친환경적 재활용성을 검토하고자 하였다. 선행 연구를 바탕으로 시멘트, 슬러지, 잔골 재, 고유동화제 등을 활용하여 배합비를 설정하였으며, 이에 대한 시험체를 제작 하였다. 잔골재 무게 대비 슬러지는 각각 5, 10, 15, 20%를 치환하였으며, 각 배합에 대한 유동성과 재령별 압축강도를 측 정하였다. 관입저항 실험을 통해 각 시편의 초결과 종결 시간을 확인하였으며 수은압입법을 통해 시편 별 내부의 공극을 측정하였다.

Asphalt concrete, which is used as a road base material, accounts for >90% of a road pavement. A huge amount of waste concrete and waste asphalt concrete aggregates are generated. Recently, carbon neutrality is promoted across all industries for sustainability. Therefore, to achieve carbon neutrality in the asphalt concrete industry, waste asphalt concrete aggregates should be recycled. Additionally, road base materials are prepared using additives to ensure structural stability, durability, and economic efficiency. In this study, recycled asphalt concrete aggregates were used to evaluate the physical properties of road base materials according to the type of polymer additive and mixing method, and the applicability of road base each material was evaluated. Results showed that when the acrylate-based polymer additive was mixed, the uniaxial compressive strength was 30% higher. Furthermore, the compressive strength of the split mix was improved by ~29% compared to the total mix.

PURPOSES : The purpose of this study is to confirm the thermal expansion characteristics of concrete mixed with 1% waste glass fine aggregates, which is the amount stipulated for recycled aggregates in the current quality standard. METHODS : The coefficient of thermal expansion was measured by applying AASHTOT 336-10 using a LVDT. The results measured were used as physical properties in a finite element analysis to confirm the change in tensile stress and the displacement of the right angle section of the upper slab of a concrete pavement due to admixture substitution. RESULTS : The thermal expansion coefficients of concrete based on the replacement rate of the admixture when the waste glass fine aggregates are replaced are within the range of the thermal expansion coefficients of concrete specified in the Federal Highway Administration report. As the replacement rate of the admixture increases, the thermal expansion coefficient of concrete decreases. As the thermal expansion coefficient decreases, the slab pavement curling displacement and the tensile stress of the center of the upper slab of concrete decrease. CONCLUSIONS : In the short term, the presence or absence of waste glass fine aggregates does not significantly affect the thermal expansion coefficient of concrete. However, in the long term, waste glass fine aggregates are reactive aggregates that causes ASR, which creates an expandable gel around the aggregates and results in concrete expansion. Therefore, the relationship between ASR and the thermal expansion coefficient must be analyzed in future studies.

현대에 있어 지구온난화 현상으로 인해 여름철에는 폭염, 겨울에는 한파가 빈번해지는 이상기후가 지속적으로 발생 하고 있다. 여름철과 겨울철의 기온 양극화가 심해지고 있으며 이로 인한 급격한 변화로 다양한 분야에서 문제가 발생하고 있 다. 이에 전 세계에서는 사고예방 및 근본적인 문제를 해결하기 위하여 새로운 기술을 도입하고, 이에 맞는 정책을 추진하고 있 다. 따라서 본 연구에서는 이러한 사회적인 문제를 극복할 수 있는 방안으로 구조물 및 건축물등 다양한 분야에서 가장 많이 사용되는 골재인 잔골재에 대하여 다공성 골재로 치환함과 동시에 열에너지 저장이 가능한 상변화 물질을 함침하고, 골재 내 PCM의 성능 극대화를 위한 SOL-GEL 코팅에 대해 연구하였으며 이를 활용하여 모르타르를 제작하였다. 성능을 확인하기 위하 여 SEM, DSC, FT-IR 및 강도실험을 진행하였으며 최종적으로 제조된 SOL-GEL코팅된 PCM 함침 활성탄의 경우 냉각시 상변화 온도 2.4℃와 26.8J/g의 열에너지를 확인하였으며 가열시 상변화 온도 7.1℃와 32.95J/g의 열에너지를 확인하였다. 본 연구에서 제작된 잔골재를 활용한 모르타르의 경우 7일차 압축강도 37.68MPa, 28일차 압축강도 50.34MPa, 28일차 휨강도 4.5MPa를 확인 하였다.

PURPOSES : The exposed aggregate concrete pavement (EACP) is adopted to achieve low traffic noise and long-term skid resistance in European countries such as Belgium and Germany. In Korea, it is first introduced at the Myeon Cheon field site in 2010. It reduces 3 dB(A) from tire–pavement noise compared with transverse tining. Recent investigations show that EACP can reduce tire–pavement noise by an additional 5 dB(A) compared with transverse tining. In this study, the tire–pavement interaction noise of EACP is compared with that of conventional pavements such as asphalt pavement, next-generation concrete surfaces (NGCS), and transverse tining. METHODS : EACP is constructed at two field sites on the SOC research center and Yeo-Ju test road to compare the noise level via close proximity noise measurement. In addition, the noise is measured using two vehicle type based on vehicle speeds of 60, 80, and 100 km/h. RESULTS : The results of noise measurement obtained from the SOC research center are as follows: Porous asphalt pavement 92.8 dB(A), HMA 96. dB(A), transverse tining 100.1 dB(A), and 8 mm EACP 97 dB(A) at a driving speed of 80 km/h. For the case of the Yeo-Ju test road. The noise levels at a driving speed of 80 km/h are as follows: 6 mm EACP, 93.6 dB(A); asphalt grooving pavement, 94.72 dB(A); 8 mm EACP, 95.2 dB(A); NGCS, 95.2 dB(A); transverse tining, 104.1 dB(A). CONCLUSIONS : The result of noise measurement of two sites in the SOC research center and test road shows that the noise level of the 6 mm EAC is lower than that of concrete pavement, such as tining and NGCS, and similar to that of asphalt pavement. In addition, the noise level of the 8 mm EAC is similar to that of the NGCS pavement. The noise reduction effect of the EAC is greater when small-sized coarse aggregates with lower flat and elongation ratios are used.

최근 대규모 토목 및 건축 구조물 증가 추세로 건설 부재의 고강도 및 경량화에 대한 수요가 높아지고 있다. 기존 시멘트 경량 복합체의 경우 단위 체적 중량이 낮아 강도 저하 문제가 발생할 수 있다. 보통 경량화를 위해서 시멘트 복합체를 배합할 때 일반 경량골재와 고무재질의 경량골재, 플라스틱 펠릿 등 다양한 인공 경량골재를 적용한 시멘트 복합체로 경량화를 확보할 수 있다. 이 중에서도 시멘트 복합체의 인공 경량골재로 플라스틱을 사용하면 상대적으로 골재 자체의 강도를 확보하면서 경량화를 꾀할 수 있지만 재료의 매끄러운 표면 특성으로 인해 시멘트 페이스트와 부착하는 데 불리한 부분이 있고 이는 콘크리트 골재 또는 시멘트 복합체 골재로서의 사용에 있어 단점이 된다. 띠라서 이번 연구에서는 기존 연구에서 플라스틱 골재 로 가장 적합한 유형으로 확인된 PP, PE 두가지 유형의 플라스틱 골재와 강섬유, 양생방법을 변수로 하여 실험을 진행하였고 실험 결과 플라스틱의 비중이나 표면 재질뿐만 아니라 강섬유의 혼입유무, 양생방법에 의해서 시멘트 복합체의 물리적 특성이 변화된다는 것을 확인하였다.

PURPOSES : Concrete pavement is excellent in structural performance and durability. However, its functionality – such as noise and skid resistance – is a shortcoming. Functionality such as noise reduction and skid resistance of concrete pavement is affected by the texture surface, and the texture surface is classified according to the length of the wavelength. In recent years, Fine-size exposed aggregate concrete pavement has been applied, which has excellent structural performance and durability, and secures functionalities such as noise reduction and long-term skid resistance by randomly forming texture surface. Fine-size exposed aggregate concrete pavements are constructed by removing the surface cement binder to randomly expose coarse aggregate and their functionality is mainly governed by the surface texture. However, deteriorated concrete by tire-pavement friction and deicing agent may cause abrasion and aggregate loss on the surface texture; thus reducing their functional performances. Abrasion is created by the thin cutoff of aggregate texture under repeated tire-pavement friction. In addition, aggregate loss is defined by the detachment of aggregates from cement binder. This study aims to evaluate the abrasion and aggregate loss of Fine-size exposed aggregate concrete pavement surface texture under tire-pavement friction and scaling tests. METHODS : In the study, abrasion and aggregate loss of tining and exposed aggregate concrete surface treatments were evaluated. Deterioration of each surface treatment was replicated by scaling test under ASTM C 672 test method. Afterward, abrasion test was conducted by ASTM C779 to simulate the tire-pavement friction under traffic. Consequently, abrasion and aggregate loss were measured. RESULTS : Abrasion depth of non-scaling tining, 10-mm EACP, and 8-mm EACP was 1.76, 1.12, and 1.01mm, respectively. Compared to scaling surface treatments, the difference of abrasion depth in tining texture was the largest with value of 0.4mm. For both textures of finesize exposed aggregate concrete, abrasion depth difference was about 0.1mm. Moreover, The 10-mm EACP exhibited a 2.6% of aggregate loss rate caused by tire-pavement friction before conducting concrete deterioration test. After 40-cycle scaling test, aggregate loss increased up to 12.2%. For 8-mm EACP, aggregate loss rate was 1.7% on non-scaling concrete. Further, this rate was magnified up to 7.3% for the 40-cycle scaling concrete. CONCLUSIONS : Under non-scaling or scaling tests, fine-size exposed aggregate concrete pavement showed better abrasion resistance than tining texture since tining was formed by aggregates and cement binder. Additionally, rate of aggregate loss was significant when EACP experienced the deicing agent under numerous cycles of freeze-thaw action.

PURPOSES : This study investigates the abrasion characteristics of coarse aggregate using the Los Angeles (L.A.) abrasion test and the accelerated polishing machine (APM) test. The coarse aggregates are randomly exposed on the surface of asphalt concrete pavements and on exposed aggregate concrete pavements. The exposed aggregates play a very important role in providing skid resistance. Therefore, the adequate abrasion resistance of coarse aggregate must be ensured to maintain the skid resistance during service life. In Korea, the LA abrasion test is conducted according to the KS F 2508 standard for the evaluation of the abrasion resistance of coarse aggregate. However, the road surface abrasion is caused by the friction between the tire and the road surface structure; hence, whether the LA abrasion test, which evaluates the abrasion caused by the impact of coarse aggregates and steel balls, can evaluate the road surface abrasion is questionable. A comparison and an analysis between the APM and LA abrasion tests were conducted herein to evaluate the road abrasion. An analysis was also performed to analyze whether the abrasion characteristics appeared depending on the type of coarse aggregate. METHODS: The results of the APM and LA abrasion tests for various aggregate types were obtained through a series of experiments and literature reviews. The correlation between the LA abrasion loss and the PV data was derived. In addition, the influence of the aggregate type on the abrasion resistance was investigated. RESULTS : An abrasion resistance database was established, and the relationship between the rock types and the abrasion resistance was statistically determined. The results showed that the PV was increased to 0.54 along with a 1% increasing rate of the LA abrasion loss with a 0.67 coefficient of determination. The abrasion resistance was also influenced by the aggregate type, which was found to be statistically significant. CONCLUSIONS: A good relationship between the PV and the LA abrasion loss was obtained, allowing the use of the LA abrasion test (KS F 2508) alone, to reasonably evaluate the abrasion resistance of the exposed aggregate texture. The aggregate types were also found to have an impact on the abrasion resistance.

PURPOSES : Exposed aggregate concrete pavements have been adopted in several countries because of their advantages of pavement texture characteristics, which can produce low tire-pavement noise and higher load-carrying capacities. The magnitude of tire-pavement noise greatly depends on the wavelength of pavement texture. The wavelength of exposed aggregate concrete pavement can be controlled with maximum sizing and by controlling the amount of coarse aggregates in the concrete mixture. In this study, the maximum size and the amount of coarse aggregate in the exposed aggregate concrete pavement are investigated to produce equal levels of wavelength in the asphalt pavement. METHODS: A simple method to measure the average wavelength of pavement texture is introduced. Subsequently, the average wavelength of typical asphalt pavement is investigated. A set of mixture designs of exposed aggregate concrete with three maximum-sized coarse aggregates, and three amounts of coarse aggregate are used. The average wavelengths are measured to find the mixture design needed to produce equal levels of wavelength as typical asphalt pavement. RESULTS : With a cement content of 420 kg/m3 and fine aggregate modulus of 30%, the number of exposed aggregates was 48, and the shortest texture depth provided a wavelength of 4.2 mm. According to the number of exposed aggregates, the exposed aggregate concrete pavement could be rendered low-noise, because its wavelength was similar to that of asphalt pavement ranging from 3.9 to 4.4 mm. CONCLUSIONS : Selection of appropriate maximum sizes and the amount of coarse aggregates for exposed aggregate concrete pavement can produce a wavelength texture closely resembling that of asphalt pavement. Therefore, the noise level of exposed aggregate concrete pavement can be reduced with an appropriate maximum size and the amount of coarse aggregates are employed.

PURPOSES : In Korea, concrete pavements with transverse tining, which have excellent skid resistance, have been mainly constructed to secure road bearing capacity and safety. However, transverse tining has higher noise level of approximately 4-5 dB(A) compared with asphalt pavement. As a method to determine low-noise characteristics of concrete pavements, the fine-size exposed aggregate concrete pavement (EACP) has been studied in Korea and abroad. The surface of EACPs consists of exposed coarse aggregates and 2-3 mm removal surface mortar. EACPs have the advantages of maintaining low-noise and adequate skid-resistance levels during the performance period. Although EACPs have been widely studied to reduce noise, quantitative noise analysis with various paving methods has not been performed owing to differences in mixture proportioning, construction conditions, environmental conditions, and measurement methods. Therefore, the purpose of this study is to investigate the low-noise characteristics of fine-size EACPs by comparing noise with various paving methods, including concrete and asphalt pavements. METHODS: In this study, noise data were collected to quantitatively analyze the low-noise characteristics of EACPs compared with various paving methods such as transverse tining, longitudinal tining, SMA, and HMA. RESULTS: The evaluation of the low-noise characteristics of EACPs compared with transverse tining showed that the relative noise of 13 mm EACP with transverse tining was reduced by approximately 2% at 60 km/h, 4% at 80 km/h, and 5% at 100 km/h. The relative noise of 10 mm EACP with transverse tining was reduced to 3%, 7%, and 8% at 50 km/h, 80 km/h, and 100 km/h, respectively. In addition, it was confirmed that the noise of 10 mm EACP was similar to that of asphalt pavement. CONCLUSIONS : It was confirmed that EACP using 10 mm coarse aggregates generates lower noise than that using 13 mm coarse aggregates. Therefore, the use of coarse aggregates smaller than 10 mm needs to be considered to improve the low-noise effect of EACP.

구조물의 내풍성능을 개선하기 위하여 지난 수 십 년간 진동제어장치가 사용되어 왔다. 진동제어장치는 구조물의 등가감쇠비를 증가시킴으로써 진동에 대한 저항성을 증가시키는 효율적인 방안이지만, 설치와 운영에 많은 비용이 요구되고 있다. 진동제어장치와 등등한 감쇠효과를 가지면서 영구적으로 구조물 자체의 감쇠비를 증가시키기 위한 고감쇠 물질에 대한 연구가 증가하고 있다. 본 연구에서는 굵은 골재에 폴리우레탄이 코팅된 고감쇠 콘크리트 재료의 감쇠성능을 평가하기 위한 실험과 분석이 이루어졌다. 고감쇠 물질로 제조된 단순보에 대한 자유진동실험을 수행하여 각 모드별 특성을 파악하였으며 특히 감쇠비를 추정하여 감쇠물질에 의한 감쇠증가량을 정량적으로 평가하였다. 비교평가를 위하여 기존 콘크리트 재료로 제조된 보에 대한 실험 또한 병행하여 수행되었다. 모드 분석에 의한 감쇠비 추정결과 고감쇠 보는 각 모드별 약 10%의 감쇠비를 가지는 것으로 나타났으며, 이는 일반 보의 감쇠비 1%에 비 하여 매우 높은 감쇠증가량을 보이고 있다. 이러한 결과로부터 폴리우레탄 코팅 고감쇠 재료를 이용하여 구조물의 감쇠성능확보가 가능할 것으로 판단된다.

Recently, redevelopment and reconstruction projects have caused problems such as depletion of natural aggregates, and the use of recycled aggregate is being reevaluated as an optimal alternative. Therefore, in this study, the mechanical and deformation characteristics of Environment-Friendly Recycled Coarse Aggregate (here after, EFRCA) concrete reinforced with para-aramid fiber with high strength and high elasticity are examined. The experimental main parameters were EFRCA replacement ratio (0, 30 and 50%) and para-aramid fiber volume fraction (0, 0.75 and 1.0%). Experimental results show that the EFRCA concrete has lower compressive strength than plain concrete. However, compared with the natural aggregate, the EFRCA concrete, which exhibited low material properties, showed almost the same performance as plain concrete, such as increased flexural strength and improved ductility by incorporating para-aramid fibers. Through the experiment, it is considered that the most suitable para-aramid volume fraction is 0.75%. Based on these results, the experimental results related to the performance degradation of EFRCA concrete containing para-aramid fibers are secured and basic data for determining the reuse possibility and reinforcement method of structures are presented.