This study aims to propose a simplified equation for estimating the bond strength of corroded reinforcing bars. To this end, extensive parametric analyses were performed using the detailed analysis method presented in the authors’ previous study, where a wide range of critical variables were considered, such as compressive strength of concrete, net cover thickness, and reinforcing bar diameter. The sensitivity in bond strength of the corroded reinforcing bar according to each variable was evaluated. On this basis, a simplified formula for the bond strength of the corroded reinforcing bar was derived through regression analysis. The proposed equation was rigorously tested and verified using the bond test results of corroded reinforcing bars collected from the literature. The results confirmed that the proposed equation could estimate the bond strengths of specimens with better accuracy than the existing models, providing a reliable tool for engineers and researchers. In addition, the proposed equation was used to analyze the development length required for corroded tensile reinforcement to exert its yield strength, and it showed that the cover thickness of concrete must be at least four times the diameter of the reinforcing bar to achieve the yielding strength of reinforcing bar even at a corrosion degree of more than 5.0%.

택코트란 아스팔트 포장 공사 시 기존 아스팔트층과 신설 아스팔트 층 사이에 부착성을 증가시키기 위하여 사용되는 재료이다. 교통 하중으로 인해 포장 경계면에서 수평전단응력 및 수직인장응력이 발생하게 되는데 택코트의 유실, 양생 부족 등의 문제로 접착 성능 이 부족하면 포장층의 분리, 밀림과 같은 도로 파괴가 형상이 나타날 수 있다. 현재 국내에서는 국토교통부 아스팔트 콘크리트 포장 시공 지침에 택코트 살포량에 대한 기준은 존재하지만 기존 및 신설 아스팔트 포장층 사이에 택코트의 접착강도에 대한 기준은 존재 하지 않는 실정이다, 이는 접착강도 특성이 분석되지 않은 택코트를 사용함에 따라 아스팔트 포장의 공용성 측면에서 문제를 초래할 수 있다. 따라서 본 연구에서는 PG등급이 다른 택코트 4종류에 대한 인장 및 전단접착강도를 확인하기 위하여 인장접착강도 시험, 전 단접착강도 시험을 진행하였다. 택코트의 양생정도에 따른 접착강도 특성을 확인해보기 위하여 택코트의 수분이 증발됨에 따라 중량 변화가 없는 상태를 양생 100%로 하여 양생 0%, 50%, 100%로 진행하였으며, 살포량은 국토교통부 아스팔트 콘크리트 시공 지침에 따 라 0.5ℓ/m2로 진행하였다. 사용된 택코트 종류에 관계 없이 양생 정도가 증가함에 따라 접착강도는 증가하는 추세를 보였으며, 인장 및 전단접착강도 시험에 관계없이 초기 양생(양생 0%~50%)보다 양생 50% 이후에서의 더 높게 강도가 발현된 것을 확인하였다. 또한 PG등급이 높은 택코트가 인장 및 전단접착강도에 관계없이 접착강도 성능이 우수한 것을 확인할 수 있었다. 추후 택코트의 종류를 추 가하여 PG등급이 분류가 이루어진 후에 접착강도 시험을 진행하여 결과를 확인할 예정이다.

PURPOSES : On a thin epoxy overlay pavement, epoxy is placed on the existing bridge deck pavement, followed by the spraying of aggregates on it. The bond strength between the existing pavement and overlay pavement is an important factor representing the performance of the thin epoxy overlay pavement, in addition to the skid resistance and roughness. Therefore, the bond strength, skid resistance, and roughness of a thin epoxy overlay pavement constructed for field tests under various field conditions are examined in this study. METHODS : The usability of epoxy and aggregates on a thin epoxy overlay pavement is identified by testing their material properties in a laboratory. A construction test is performed using the pretreatment conditions of the existing pavement surface and the number of layers of overlay pavement as variables. The bond strength, skid resistance, and roughness are analyzed 3 d after constructing the test pavement, and immediately before and after applying repetitive traffic loadings at 6 months. RESULTS : When the existing pavement is in good condition, as in this study, the bond strength of the thin epoxy overlay pavement is affected more significantly by the existing pavement condition than the material properties of epoxy, in which destruction is indicated in the existing pavement. The skid resistance is affected primarily by the condition of the aggregates sprayed on the epoxy. The pavement on which the aggregates are well sprayed indicate a high skid resistance. The roughness is not affected by any variables, such as the pretreatment conditions, number of thin pavement layers, and repetitive traffic loadings. CONCLUSIONS : A long-term evaluation of the bond strength, skid resistance, and roughness will be conducted on a test pavement. In addition, another construction test will be performed to investigate the performance of a thin epoxy pavement overlaid on a bridge deck pavement under inferior conditions.

PURPOSES : Given that large-scale repair works of expressway bridge pavements have high maintenance cost and long traffic blocking time, the thin overlay method that maintains the existing pavement is attracting attention. In this study, because the bridge thin overlay has not been introduced in Korea yet, the basic physical properties of the epoxy thin overlay, which is mainly used for the bridge thin overlay, were investigated, and the skid resistance and bond performance were analyzed. METHODS : Basic physical property tests were performed on each of the epoxy binders, aggregates, and mixtures used in epoxy thin overlay. They were also compared and reviewed against foreign standards. The epoxy binders were tested for viscosity, gel time, and thermal compatibility. The aggregates were tested in terms of water absorption, specific gravity, and gradation. The compressive and flexural strengths of the mixtures were investigated. The epoxy thin overlay has the possibility of detachment of aggregates, so the skid resistance was tested according to the paving phase. In addition, to investigate the bond performance, which is the most important performance of the epoxy thin overlay, the bond strength test was performed by varying the moisture condition and treatment condition of the existing layer surface. RESULTS : The basic physical properties of the materials used in the epoxy thin overlays satisfied foreign standards except for the gradation of aggregates. The skid resistance did not satisfy the standard when the epoxy was exposed, whereas the skid resistance did satisfy the standard when the aggregates were exposed, even after the abrasion test. The bond strength of the epoxy thin overlay satisfied the standard in all cases. The bond strength was the highest when the relative humidity of the existing layer surface was 60%. CONCLUSIONS : The materials of epoxy thin overlay that could be obtained in Korea satisfied the basic physical property standards except for aggregate gradation. Given that the aggregate gradation could be adjusted, it can be concluded that the epoxy thin overlay could be introduced in Korea. In addition, it was confirmed that the skid resistance and bond strength of the epoxy thin overlay were high enough to be used in general road conditions. It was determined that the existing layer surface should maintain an optimal relative humidity of approximately 60% because the moisture condition affects the bond strength.

PURPOSES : The main purpose of this study is suggest of field bond strength evaluation method for more objective evaluation method through Evaluation of Bond Strength Properties with changing aspect ratio and temperature. METHODS : The evaluation is laboratory bond strength test. Using the core machine, the pull-off test method ; the bond strength test of interface layer the universal testing machine. RESULTS: As a result of the laboratory bond strength evaluation, it was verified that the bond strength by aspect ratio decreases linearly with increasing aspect ratio and the bond strength properties by temperature change existed at high and low temperature condition relative to odinary temperature condition. CONCLUSIONS: According to the results of laboratory bond strength evaluation, the field bond strength evaluation results suggest applying the proposed correction factor (0.8, 1.0, 1.4, 1.9) according to aspect ratio(0.5, 0.1, 1.5, 2.0), For more objective evaluation of the bond strength, it is analyzed that the evaluation value is within 6 ~ 32℃ and the result can be obtained within 5% of the coefficient of variation.

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.

Generally, asphalt binder experiences short-term aging during mixing and constructing processes in high temperature environments and long-term aging during the service life after opening the road. Binder aging inside asphalt mixtures incurs changes in strength of asphalt paved roads, which then changes physical properties of the mixture such as cracks and rutting resistance. This study aims to measure bond strength of aging asphalt binder using asphalt bond strength (ABS) test that can measure a bonding force of asphalt binder and aggregate surface using Pneumatic Adhesion Tensile Testing Instrument (PATTI) used previously in the paint industry as a testing method specified in AASHTO TP-91.

최근 여름철 집중호우 및 폭염지속, 겨울철 폭설 등 이상기후 와 2000년대 들어 버스전용차선이 본격적으로 시행되고 차량하중의 중량화로 인한 직․간접적인 요인으로 인하여 도로파손이 가속화 되고 있다. 서울특별시의 포트홀(Pothole) 발생 현황을 살펴보면 2006년도에는 3만 8천 건에서 2010년도에는 7만 7천 건으로 두 배 이상 급증하였다(서울연구원 2012). 수분손상(Moisture Damage)및 박리(Stripping)현상은 강수에 의한 수분의 침투로 아스팔트 피막과 골재사이의 접착력을 약화시키고 이는 도로의 강성과 내구성의 손실로 도로파손이 빈번히 발생하게 되며 도로자체의 구조적 문제적인 문제까지 야기시키게 된다. 제안된 문제들의 해결을 위한 첫 걸음으로 아스팔트 혼합물의 수분에 대한 저항성을 객관적으로 보다 손쉽게 평가할 수 있는 실험법이 필요한 실정이다. 이에 본 연구에서는 AASHTO TP – 91에 규정되어 있는 ABS(Asphalt Bond Strength) Test를 이용하여 수분 손상에 따른 골재와 아스팔트 바인더와의 접착 특성을 평가하고 이를 AASHTO T 283에서 제시하고 있는 아스팔트 혼합물의 수분민감도 평가 방법인 인장강도 비(Tensile Strength Ratio, TSR) 시험 방법과 비교 평가하여 수분 손상에 따른 골재와 아스팔트 바인더와의 접착 특성이 아스팔트 혼합물의 강도 특성에 미치는 영향을 평가하였다. 상기 그림에서와 같이 아스팔트 점착 강도 시험은 간단한 시험시편 제작과 시험조건으로 손쉽게 수분 손상을 평가할 수 있으며, 분석방법 역시 골재와 아스팔트 바인더 사이에서의 강도 변화를 직접적으로 측정할 수 있어 실험 결과에 대한 신뢰성이 높은 장점을 가진다. 수분 손상에 따른 골재와 아스팔트 바인더의 점착력 변화와 아스팔트 혼합물의 강도 변화를 비교 평가한 결과, 두 평가방법이 상호간의 상당히 높은 상관관계를 나타내었으며, 골재와 아스팔트 바인더와의 점착력을 이용하여 아스팔트 혼합물의 수분 손상 대한 평가 기준 제시(품질기준)가 가능할 것으로 판단된다. 다만, 본 연구에서는 재료의 품질 특성 평가만을 수행하였기 때문에 수분 손상에 대한 아스팔트 혼합물의 구조적 특성 등을 평가하여 실제 포장의 공용수명에 미치는 영향 등에 대하여 추가적인 연구가 수행되어야 할 것으로 판단된다.

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°C, 5°C, 20°C, 40°C, and 54°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°C to 40°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.

OBJECTIVES: Bituminous materials, such as tack coat, are utilized between pavement layers for improving the bond strength in pavement construction sites. The standards regarding the application of bituminous material are not clearly presented in the Korean construction guideline without RS(C)-4. Hence, the objective of this study is to determine the optimum content of bituminous materials by analyzing interlayer shear strength (ISS) from the direct shear tester, which was developed in this research. The shear strength of tack coat was defined with the sort of bituminous materials. METHODS : The mixtures for the shear test were made using marshall mix design. The specimens were vertically and horizontally separated for the direct shear test. The separated specimens were bonded using bituminous material. The objectives of the experiment are to determine the performance of bond and shear properties resulting from slippage, rutting, shovel, and corrugation of asphalt pavements. A machine based on the Louisiana interlayer shear strength tester (LISST) of NCHRP Report-712 was developed to determine the ISS. The applied types of tack coat were RS(C)-4, AP-3, QRS-4, and BD-coat with contents of 0.3ℓ/m2, 0.45ℓ/m2, 0.6ℓ/m2, and 0.8ℓ/m2, respectively. RESULTS: Table 2 gives the results of the direct shear test using the developed shear machine. The BD-coat type indicated the highest average ISS value compared to the others. Between the surface and binder course, optimum tack coat application rates for AP-3, RS(C)-4, QRS-4, and BD-Coat were 0.6ℓ/m2, 0.3ℓ/m2, 0.6ℓ/m2, and 0.45ℓ/m2, respectively. These optimum contents were determined using the ISS value. CONCLUSIONS: The ISS values of AP-3, RS(C)-4, and QRS-4 showed similar tendencies when ISS increased in the range 0.3~0.6ℓ/m2, while ISS decreased when the applied rate exceeded 0.6ℓ/m2. Similarly, the highest ISS value of the BD-coat was observed when the applied rate was 0.45 ℓ/m2. However, shear strength was similar to the maximum value of ISS when the tack-coat application rate of BD-Coat exceeded 0.45ℓ/m2.

In this work, we studied the effects of electrochemical oxidation treatments of carbon fibers (CFs) on interfacial adhesion between CF and epoxy resin with various current densities. The surface morphologies and properties of the CFs before and after electrochemical-oxidation-treatment were characterized using field emission scanning electron microscopy, atomic force microscopy, Fourier transform infrared spectroscopy, X-ray photoelectron spectroscopy, and single-fiber contact angle. The mechanical interfacial shear strength of the CFs/epoxy matrix composites was investigated by using a micro-bond method. From the results, electrochemical oxidation treatment introduced oxygen functional groups and increased roughness on the fiber surface. The mechanical interfacial adhesion strength also showed higher values than that of an untreated CF-reinforced composite.

More than sixty percent of highways in Korea were constructed with concrete pavement to carry the heavy traffic loads due to the economic development of this country. The service life of some pavements are close to the end, therefore, they requires the maintenances, rehabilitations and reconstructions to improve their structural performances.According to the similarity of material properties to the concrete pavement, bonded concrete overlay isa good rehabilitation technique used steadily in Korea. However, it is recently reported that the bonded concrete overlays in some highways expose the early distresses and it is assumed that the poor bonding is a cause of this problem. Additionally, the poor bonding of bonded concrete overlay is caused by the bond strength that is less than the bond strength criterion. The pre-investigation of various concrete overlays is conducted in laboratory to determine the possible influence factors reducing the bond strength and it indicates that there are two possible factors affecting the bond strength: the concrete overlay types and the substrate conditions. The study investigates the vulnerable factor between the two factors based on theevaluation of the in-situ bond strength data of bonded concrete overlay gathered from some highways in Korea. The bond strength data is collected from two different application areas: the new constructionand the rehabilitation projects. The new construction and the rehabilitation projects used Latex-modified Concrete (LMC) and Ultra-rapid Hardening Latex-modified concrete (URH-LMC), respectively as the concrete overlay. The evaluation of in-situ bond strength is to determine the percentage of unacceptable bond strength in each projectto study the effect of different types of concrete overlay. Moreover, the percentage of bonding failure modes having the bond strengths less than the criterion is also measured to study the effect of substrate condition.As a result, substrate condition is the vulnerable factor affecting the poor bonding and causing the early distresses in bonded concrete overlay.

PURPOSES : The objective of this study is to evaluate the bond strength of asphalt emulsions including polymer-modified emulsions for chip seals and fog seals using the bitumen bond strength (BBS) test. METHODS : For the laboratory testing, the Pneumatic Adhesion tensile Testing Instrument(PATTI) device is used to measure the bond strength between the asphalt emulsion and aggregate substrate based on the AASHTO TP-91. In order to conduct all the tests in controled condition, all test procedures are performed in the environmental chamber. The CRS-2L and the SBS CRS-2P emulsions are used as a polymermodified emulsion, and then unmodified emulsion, the CRS-2, is compared for the evaluation of chip seal performance. For the fog seal performance evaluation, two types of polymer-modified emulsions and one of unmodified emulsion, the CSS-1H, are employed. For chip seal study, the BBS tests are performed at 30, 60, 120, and 240 minutes of curing times with curing and testing temperatures of 15℃, 25℃, and 35℃. The fog seal tests are conducted at 30, 60, 90, 120, 180 minutes, and 24 hours with curing and testing temperatures of 25℃, 30℃, and 35℃. RESULTS AND CONCLUSIONS : Overall, chip seal emulsions and fog seal emulsions show the similar bond strength trend. At the same testing condition, polymer-modified emulsions show better bond strength than unmodified emulsions. Also, there is no significant difference between polymer-modified emulsions. One of important findings is that the most bond strength reaches their final bond strength within one hour of curing time. Therefore, the early curing time plays a vital role in the performance of chip seals and fog seals.

PURPOSES : Bonded concrete overlay is a favorable maintenance method since the material properties are similar to existing concrete pavements. In addition, bonded concrete overlay has advantage of structural performance since the overlay layer and the existing pavement perform as a monolithic layer. It is important to have suitable bond strength criteria to secure the performance of bonded concrete overlay. This study aimed to investigate the factors influencing bond strength characteristics between existing concrete pavement and overlay material. METHODS: Bond strength between overlay and existing pavement are measured and analyzed for various conditions such as the type of overlay materials, compressive and flexure strength of overlay and existing pavement, and deterioration status of existing pavement. RESULTS: The strength of overlay material does not significantly influence the bond strength. The overlay of ultra-rapid hardening cement generally gives low bond strength. However, ultra rapid hardening polymer modified concrete gives robust bond strength. The deterioration of existing concrete significantly decrease the bond strength. CONCLUSIONS: Bond strength of bonded concrete overlay highly depends on condition of existing concrete pavement rather than overlay material.

철근 콘크리트 부재에서 부착강도는 콘크리트와 보강근 사이에 중요한 요소 중 하나이다. 본 연구는 인발실험을 통해 AFRP 보강근의 부착강도에 대하여 실험하고, AFRP 보강근과 이형철근의 부착특성을 비교하여 나타내었다. 묻힘 길이와 보강근의 직경이 실험의 변수로 사용되었으며, 실험을 통해서 AFRP 보강근의 부착응력-미끌림 관계 및 파괴양상을 평가하였다. AFRP 보강근의 부착응력-미끌림 관계는 이형철근과 비슷한 양상을 보였으며, 보강근의 직경이 증가할수록 인발하중은 증가하나 부착응력은 비슷한 결과를 보였다. AFRP 보강근의 부착강도는 이형철근의 약 54%에 달하는 것으로 나타났다.

신 구 콘크리트의 부착강도 시험시 두 재료의 계면에서 파괴가 유도되어 순수한 부착강도를 측정할 수 있도록 계면에 원형의 비부착면을 삽입하여 직접인발시험에 의해 부착강도를 측정하는 실험방법을 제시하였다. 먼저, 새로 제안한 실험방법에 의해 계면에서 응력이 집중되는 정도를 파악하기 위해 유한요소해석을 수행하여 두 재료의 탄성계수비 및 비부착면의 면적 (균열률)에 따른 계면에서의 파괴에너지를 산정하였으며, 부재의 크기 및 하중에 대한 보정을 감안하여 무차원함수로 환산하였다. 그리고 본 연구에서 제시된 부착강도 시험방법의 신뢰성을 입증하기 위해, 3가지 크기의 원형 비부착면(균열률 0.2, 0.4. 0.6)이 삽입된 신 구 콘크리트 복합시편(유황 폴리머 콘크리트+보통 콘크리트)을 사용하여 부착강도를 측정하였고 앞서 전개된 무차원함수로부터 계면 파괴에너지를 역산하였다. 시험결과, 모든 시편이 계면에서 파괴가 유도되었다. 또한 실험 데이터 및 해석결과를 분석하여 균열률이 0.4~0.6인 경우에 부착강도의 오차가 가장 적게 발생될 수 있음을 파악하였다.

본 연구에서 상업용 폴리설폰 한외여과 중공사막을 지지체로 사용하여 저압 정수용 역삼투압막 제조시 막표면에서 feed의 큰 전단응력에 견딜 수 있도록 도포층과 지지층의 결합력을 증가시키는 전처리 방법을 확립하였다. 확립한 전처리 공정에서 지지막과 친화력이 좋으면서 도포층을 이루는 반응물과 반응성이 있는 글루탈알데히드와 촉매역할을 하는 염산 혼합 수용액으로 지지막을 전처리하면 이들 글루탈알데히드는 지지막 표면 및 기공 벽에 균일하게 분포되어 이후 표면중합법에 의해 형성된 도포층을 이루는 일부 반응물과 화학적으로 결합 되어 지지체와 도포층간에 강한 결합력을 제공한다. 전처리공정 없이 제조한 중공사 역삼투압막은 투과 후 5시간 이내에 feed의 큰 전단응력에 의해 도포층의 분리 파괴가 일어났으나 본 연구에서 확립한 방법으로 전처리하여 제조한 중공사막은 장시간 사용에도 우수한 막성능이 지속되었다.