PURPOSES : There has been increasing interest in South Korea on warm-mix asphalt (WMA) and cold-mix asphalt (CMA) technologies that allow production of asphalt pavement mixtures at comparatively lower temperatures than those of hot-mix asphalt (HMA) for use in pavement engineering. This study aims to evaluate the feasibility of replacing HMA pavement with WMA pavement with the goal of reducing CO2 emissions associated with asphalt production for road construction. METHODS : Changes in the dynamic modulus characteristics of WMA and HMA according to short-term and long-term aging were evaluated. In addition, the effects of water damage were evaluated for short- and long-term aging stages. RESULTS : For WMA, in the process of mixing and short-term aging, early-age dynamic modulus decreased owing to low temperature and reduced short-term aging (STA) time. This could result in early damage to the asphalt pavement depending on the applied traffic load and environmental load. CONCLUSIONS : Mastercurves of the dynamic modulus were used for comparative analysis of WMA and HMA. Compared to the dynamic modulus after STA of HMA, the estimated aging time determined by experiments for WMA to achieve the required stiffness was more than 48 hours, which is equiva-lent to approximately 4 to 5 years real service life when converted. It is considered that further studies are needed for performance optimization to achieve early-age performance of the asphalt mixes.

본 연구는 간편화된 소성 접선 곡선을 적용하여 노측용 가드레일 시스템의 충격 성능을 평가하기 위한 유한요소 충돌해석을 수행하였다. 충돌해석은 Cowper-Symond 모델을 적용하여 변형률 속도 영향에 대한 결과의 정확성을 향상시켰다. 수치 해석 결과는 소성 접선 곡선을 고려한 향상된 모델의 중요성을 보여준다. 다양한 매개변수에 대한 해석 결과는 서로 다른 모델에 대하여 동적 응답 및 탑승자 안전지수를 중심으로 비교 검증하여 도출하였다.

Dynamic modulus of Asphalt Concrete (|E*|) is one of the most important input parameters is used to design pavement structure according to mechanical-empirical Pavement design of the United State of America. Because of its importance, there has been a lot of research on predictive models of (|E*|) as well as sensitive analysis of input parameters influences dynamic modulus in order to find out which one is the most influence on (|E*|), basing on that, the most reasonable quality control and quality assurance can be applied to ensure quality of work is under control. This paper presents sensitive analysis of input parameters influence (|E*|) of dense asphalt concrete in Viet Nam according to some predictive models of dynamic modulus of the United State of America by applying Monte Carlo simulation method.

It has been recognized that the performance of pavements is closely related to the properties of the underlying unbound layers and subgrade. It has also been recognized that unbound pavement materials possess a complex nature and often exhibit nonlinear behaviors [1, 2]. The Mechanistic-Empirical Pavement Design Guide (MEPDG) is founded on the use of resilient modulus as the primary input parameter when characterizing unbound pavement materials [3, 4]. The resilient moduli of unbound materials are typically determined by performing repeated load triaxial (RLT) tests in the laboratory. Due to that laboratory resilient modulus tests require sophisticated equipment and trained operators following complicated test procedures, many transportation agencies may not have access to the laboratory facility and opt to correlate resilient modulus with field tests [5]. The long-term pavement performance (LTPP) program offers a large and diverse database that includes a range of laboratory-derived and field-derived properties for unbound materials of many in-service pavement sections. This study is aimed to utilize LTPP data to develop a correlation between the laboratory-derived resilient modulus and a field-derived parameter, dynamic cone penetration index (DCPI) for unbound aggregate materials. Data extracted from the LTPP database were subjected to a thorough quality check to ensure that the data are of good quality and without errors. One-on-one univariate regression was first performed to examine the significance of different variables, including DCPI and some physical properties such as dry unit weight, water content, plasticity index, percent passing No.200 sieve. The physical properties that show strong correlation were selected to be combined with field test parameter (DCPI) to conduct a multivariate regression analysis. A statistical model was developed for the prediction of resilient modulus of unbound aggregates from the DCP test parameters and physical properties. The model predicted a separate data set that did not participate in the correlation analysis, suggesting the success of applying the DCP test in evaluating the resilient modulus of pavement unbound aggregate materials.

With interconnecting voids, porous asphalt provides drainage of rainwater in vertical and lateral direction during rainfall. In addtition, it also offers remarkable advantages compare to traditional asphalt: reduce vehicle splash and spray behind, reduce night time surface glare in wet season and increase tire-pavement friction...On the other hand, the following aspects are recognized as disavantages: reduced performance, winter maintenance issues and high construction cost. For flexible pavement, dynamic modulus master curve is an important parameter in the mechanistic-empirical pavement design guide. In this study, the results of experiment of dynamic modulus test of porous asphalt are discussed for understanding well about the viscoelastic characteristics of porous asphalt.

In contemporary society, vibration and noise in the road nearby buildings have become social problems as vehicles operation has increased. Especially, in the case of the building used to art performance, available suitability of the building is tested by the indoor noise class. Therefore, the purpose of this paper is the measurement of the structure-borne noise of Seoul Art Center nearby Umyeonsan tunnel and analyzing the effects of countermeasure to it. To measure the effects of countermeasure, not only structure-borne noise is measured, but also the vibration is measured, before and after the construction of pavement using pad and porous asphalt. Consequently, the sound pressure level in art center 1st floor is reduced after mat pavement method, structure-borne noise that was high in 25Hz wide-band before pavement decreased regardless of experimental vehicle's velocity. Using porous asphalt pavement the noise was reduced about 3 dB(A).

URPOSES: The objective of this study was to develop an impact resonance (IR) test procedure for thin disk-shaped specimens in order to determine the ⎢E*⎢ and phase angle values of various asphalt mixtures. METHODS: An IR test procedure was developed for evaluating thin disk-shaped specimens, in order to determine the dynamic modulus (⎢E*⎢) of various asphalt mixtures. The IR test method that was developed to determine the elastic modulus values of Portland cement concrete was evaluated, which method uses axisymmetric flexural vibration proposed by Leming et al. (1996). The IR tests were performed on three different mixtures of New York with varying nominal maximum aggregate sizes (NY9.5, NY19, and NY25) at six different temperatures (10 - 60℃). The ⎢E*⎢ values obtained from the IR tests were compared with those determined by the commonly used AASHTO T342-11 test. RESULTS AND CONCLUSIONS : The IR test method was employed to determine the ⎢E*⎢ values of thin-disk-shaped specimens of various asphalt mixtures. It was found that the IR test method when used with thin disk-like specimens is a simple, practical, and cheap tool for determining the ⎢E*⎢ values of field cores. Further, it was found the ⎢E*⎢ values obtained from the IR tests using thin disk-like specimens were almost similar to those obtained using the AASHTO T342-11 test.

PURPOSES: The objective of this study is to analyze the relationship between the FWD back-calculated modulus and dynamic modulus of asphalt layers for existing asphalt pavements. METHODS: To evaluate the dynamic modulus of the asphalt mixture in the existing and new asphalt layers, the uniaxial direct tension test was conducted on small asphalt specimens obtained from the existing asphalt-covered pavements. A dynamic modulus master curve was estimated by using the uniaxial direct tension test for each asphalt layer. The falling weight deflectometer (FWD) testing was conducted on the test sections, and the modulus values of pavement layers were back-calculated using the genetic algorithm and the finite element method based back-calculation program. The relationship between measured and back-calculated asphalt layer moduli was examined in this study. The normalized dynamic modulus was adopted to predict the stiffness characteristics of asphalt layers more accurately. RESULTS: From this study, we can conclude that there is no close relationship between dynamic modulus of first layer and back-calculated asphalt modulus. The dynamic moduli of second and third asphalt layers have some relation with asphalt stiffness. Test results also showed that the normalized dynamic modulus of the asphalt mixture is closely related to the FWD back-calculated modulus with 0.73 of R square value. CONCLUSIONS: The back-calculated modulus of asphalt layer can be used as an indicator of the stiffness characteristics of asphalt layers in the asphalt-covered pavements.

PURPOSES: The dynamic modulus can be determined by applying the various theories from the Impact Resonance Testing(IRT) Method. The objective of this paper is to determine the best theory to produce the dynamic modulus that has the lowest error as the dynamic modulus data obtained from these theories(Complex Wave equation Resonance Method related to either the transmissibility loss or not, Dynamic Stiffness Resonance Method) compared to the results for dynamic modulus determined by using the Universal Testing Machine. The ultimate object is to develop the predictive model for the dynamic modulus of a Linear Visco-Elastic specimen by using the Complex Wave equation Resonance Method(CWRM) came up for an existing study(S. O. Oyadiji; 1985) and the Optimization. METHODS: At the destructive test which uses the Universal Testing Machine, the dynamic modulus results along with the frequency can be used for determining the sigmoidal master curve function related to the reduced frequency by applying Time-Temperature Superposition Principle. RESULTS: The constant to be solved from Eq. (11) is a value of 14.13. The reduced dynamic modulus obtained from the IRT considering the loss factor related to the impact transmissibility has RMSE of 367.7MPa, MPE of 3.7%. When the predictive dynamic modulus model was applied to determine the master curve, the predictive model has RMSE of 583.5MPa, MPE of 3.5% compared to the destructive test results for the dynamic modulus. CONCLUSIONS: Because we considered that the results obtained from the destructive test had the most highest source credibility in this study, the dynamic modulus data obtained respectively from DSRM, CWRM were compared to the results obtained from the destructive test by using th IRT. At the result, the reduced dynamic modulus derived from DSRM has the most lowest error.

PURPOSES: The dynamic modulus for a specimen can be determined by using either the non-destructed or destructed testing method. The Impact Resonance Testing (IRT) is the one of the non-destructed testing methods. The MTS has proved the source credibility and has the disadvantages which indicate the expensive equipment to operate and need a lot of manpower to manufacture the specimens because of the low repeatability with an experiment. To overcome these shortcomings from MTS, the objective of this paper is to compare the dynamic modulus obtained from IRT with MTS result and prove the source credibility. METHODS: The dynamic modulus obtained from IRT could be determined by using the Resonance Frequency (RF) from the Frequency Response Function (FRF) that derived from the Fourier Transform based on the Frequency Analysis of the Digital Signal Processing (DSP)(S. O. Oyadigi; 1985). The RF values are verified from the Coherence Function (CF). To estimate the error, the Root Mean Squared Error (RMSE) method could be used. RESULTS : The dynamic modulus data obtained from IRT have the maximum error of 8%, and RMSE of 2,000MPa compared to the dynamic modulus measured by the Dynamic Modulus Testing (DMT) of MTS testing machine.. CONCLUSIONS: The IRT testing method needs the prediction model of the dynamic modulus for a Linear Visco-Elastic (LVE) specimen to improve the suitability.

이 연구에서는 목재의 효율적인 이용과 그 이용확대를 목적으로, 가문비나무를 이용한 직교형 적층재를 제작하였고, 동적탄성계수에 미치는 섬유직각방향라미나의 연륜경각의 영향을 조사하였다. 또한, 동적탄성계수로부터 정적 휨 강도성능을 예측하였다. 3층 모두가 섬유직각방향라미나로 구성된 평행형적층재(P⊥타입)의 동적탄성계수는 연륜경각의 영향이 현저히 나타났고, 연륜경각 90∘에서 가장 높은 값을 나타내었고, 45∘에서 가장 낮은 값을 나타내었다. 중층에 섬유방향라미나를 배열하는 것에 의해 동적탄성계수는 현저히 향상되었다. 표층에 섬유직각방향라미나로 구성된 직교형 적층재 (C⊥타입)의 경우, 동적탄성계수는 연륜경각 90∘>0∘>45∘의 순이었으나, 연륜경각에 의한 차이는 평행형 적층재에 비해 현저히 감소하였다. 중층에 섬유직각방향라미나를 배열한 직교형 적층재 (C∥ 타입)의 경우, 동적탄성계수는 P⊥타입 및 C⊥타입과 역으로 연륜경각 45∘에서 가장 높은 값을 나타내었고, 그 값은 P∥ 타입보다 약간 적은 값을 나타내는 것이 확인되었다. 동적탄성계수와 정적 휨강도성능과의 상관회귀의 결과로부터 평행형 및 직교형 적층재의 정적 휨 강도성능이 동적탄성계수로부터 예측 가능한 것이 확인되었다. 단 C⊥타입의 경우, 충분한 시험편의 개수로 상관회귀를 실시할 필요가 있었다.

PURPOSES: This study is to evaluate the dynamic modulus changes of permeable asphalt mixtures by using non-destructive impact testing method and to compare the dynamic moduli of permeable asphalt mixtures through repeated freezing and thawing conditions. METHODS: For the study, non-destructive impact testing method is used in order to obtain dynamic modulus of asphalt specimen and to confirm the change of dynamic modulus before and after freezing and thawing conditions. RESULTS : This study has shown that the dynamic moduli of asphalt concrete specimens consisting of 10%, 15% and 20% porosity are reduced by 11.851%, 1.9564%, 24.593% after freezing and thawing cycles. CONCLUSIONS : Non-destructive impact testing method is very useful and has repeatability. Specimen with 15% porosity has high durability than others.

PURPOSES: To characterize the aging effect on asphalt binder, dynamic shear modulus mastercurve of two typical asphalt binders are developed. METHODS: To develop dynamic shear modulus mastercurve, dynamic shear modulus at high temperature and creep stiffness at low temperature are measured by temperature sweep test and bending beam rheometer test, respectively. RESULTS: It is observed that the aging effect on asphalt binder can be clearly observed from dynamic shear modulus mastercurve and the mastercurve can be utilized to predict behavior of asphalt binder at wide range of temperature. CONCLUSIONS: It is confirmed that SBS 5% modified binder has more desirable mechanical property at low and high temperature as a pavement material comparing to PG64-22 binder and the mastercurve is an effective tool to evaluate the property of asphalt binder.

이 연구에서는 녹차-목재섬유 복합보드에 강도성능과 기능성을 보강한 건축내장재를 개발하기 위하여 목재섬유에 녹차와 3종류의 숯을 혼합한 녹차-숯-목재섬유 복합보드를 제작하였고, 구성원료의 종류 및 그 배합비율이 복합보드의 동적탄성률에 미치는 영향을 조사하였다. 또한, 동적탄성률을 이용하여 비파괴적으로 정적 휨강도성능을 예측하였다. 녹차-숯-목재섬유 복합보드의 동적탄성률은 백탄함유 복합보드에서 전체적으로 약간 우수하였으나, 숯의 종류에 따른 차이는 크지 않았다. 녹차와 숯의 배합비율이 증가할수록 복합보드의 동적탄성률의 감소하였다. E1급 요소수지를 사용한 복합보드가 E0급 요소수지를 사용한 그것보다 높은 동적탄성률을 나타내었으나, 양수지간의 차이는 녹차-목재섬유 복합보드에 비해 현저히 적었고, 녹차-목재섬유 복합보드보다 현저한 동적탄성률의 향상을 나타내는 것이 확인되었다. 복합보드의 동적탄성률과 정적 휨 강도성능사이에 대부분 1%의 신뢰수준의 상관관계가 확인되어, 동적탄성률로부터 정적 휨 강도성능이 예측이 가능하였다.

이 연구에서는 선행연구의 녹차-목재섬유 복합보드에 부가하여, 목제품 생산 후 발생하는 부산물인 편백나무 톱밥의 효율적인 이용과 건축내장재로의 응용을 목표로 목재섬유와 편백톱밥 및 녹차를 혼합한 복합보드를 제조하여 동적탄성률에 미치는 톱밥 및 녹차 배합비율의 영향 및 동적탄성률로부터 정적 휨강도성능의 예측가능성을 평가하였다. 목재섬유-톱밥-녹차 복합보드의 동적탄성률은 1.41~1.65 GPa의 범위에 있었고, 목재섬유: 톱밥: 녹차의 배합비율 50 : 40 : 10에서 가장 높은 값을 나타내었다. 이 값은 정적 휨 탄성계수의 1.4~1.6배의 높은 값을 나타내었고, 녹차-목재섬유복합보드보다 2.0~2.9배 낮은 값을 나타내었다. 동적탄성률과 정적 휨 강도성능과의 상관회귀에서는 일부 예외를 제외하고 대부분 매우 높은 상관계수가 확인되어, 양단자유 휨 진동에 의한 동적탄성률로부터 정적 휨강도성능의 예측이 비파괴적으로 가능할 것으로 사료된다.

폼드아스팔트를 이용한 현장 상온 재생아스팔트 혼합물에 대한 배합설계법이 아이오아 주 교통국에서 사용하기 위해 개발되었다. 상온 재생 폼드아스팔트 혼합물의 배합설계를 위한 실내시험절차를 개선하기 위하여 배합설계에 영향을 미치는 중요한 배합설계변수들을 결정하여 상온 재생 폼드아스팔트 혼합물의 특성을 반영할 수 있는 새로운 배합설계절차를 개발하였다. 개발된 배합설계법의 검증을 위한 한 가지 방법으로 상온 재생 폼드아스팔트 혼합물의 동탄성계수를 측정하였다. 본 연구에서는 새로운 simple performance testing 장비를 이용한 상온 재생 폼드아스팔트 혼합물의 동탄성계수 측정을 위한 표준시험절차를 정립하고, 7가지 재생 아스팔트 골재를 사용하여 생산된 상온 재생 폼드아스팔트 혼합물의 동탄성 계수를 측정하여 마스터곡선을 작성하였다. 또한 재생 아스팔트 골재의 특성이 상온 재생 폼드아스팔트혼합물의 동탄성 계수에 미치는 영향을 조사하였다. 3가지 온도와 6가지의 하중주기에서 측정된 상온 재생 폼드아스팔트 혼합물의 동탄성계수는 7가지 재생 아스팔트 골재에서 일관된 값을 나타내었으며, 작성된 상온 재생 폼드아스팔트 혼합물의 마스터곡선은 가열 아스팔트 혼합물의 마스터곡선에 비해 하중주기에 대해 덜 민감한 것으로 평가되었다. 저온에서는 재생 아스팔트 골재의 잔골재 함유량이 상온 재생 폼드아스팔트 혼합물의 동탄성계수에 영향을 미치는 것으로 나타났으며, 고온에서는 재생 아스팔트 골재의 잔류 아스팔트 특성이 상온 재생 폼드아스팔트 혼합물의 동탄성계수에 영향을 미치는 것으로 나타났다.

최근 국내외에서 역학적-경험적 설계법의 개발 및 이의 활용을 위한 각종 연구가 매우 활발하게 진행중에 있다. 미국의 경우 AASHTO 2002 설계법, 우리나라의 경우 한국형 도로포장설계법의 개발이 진행 중에 있고, 개발되는 설계법에 도로포장재료의 역학적 물성치 평가가 상당히 중요한 역할을 하도록 구성되어 있다. 따라서 설계법에 이용될 국내 아스팔트 혼합물의 재료물성의 평가가 매우 시급한 실정이다. 설계법에 이용되는 재료 물성을 평가하는 방법 중 최근에 많이 적용되는 방법이 동탄성계수 실험이다. 동탄성계수는 다양한 온도조건, 하중, 속도를 이용하여 다양한 교통조건을 반영할 수 있다. 사용된 골재의 입도, 아스팔트 바인더에 따라서 변화하며, 특히 아스팔트 혼합물의 점탄성적인 특성을 잘 묘사할 수 있는 물성치 평가방법이라고 할 수 있다. 본 연구에서는 아스팔트 혼합물에 사용되는 골재의 공칭최대치수 및 입도분포와 동탄성계수와의 상관관계를 규명하는 것이다. 국내의 실험장비 조건을 고려할 때, 시편의 직경 및 높이는 100mm 및 150mm를 이용하는 것이 바람직하다. 또한, 골재의 공칭최대치수가 커짐에 따라 동탄성계수가 증가하는 경향을 나타내었다.