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[null,"2020/5/29\n＜Ver1.04＞"]
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[null,"2020/9/30\n＜Ver1.08＞"]
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[null,"2020/11/30\n＜Ver1.10＞"]
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[null,"2020/12/31\n＜Ver1.11＞"]
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[null,"・NETIS登録状況を確認し1技術を新規登録しました（NETIS申請情報のみ）。"]
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[null,"・NETIS登録状況を確認し1技術を新規登録しました（NETIS申請情報のみ）。"]
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[null,"・NETIS登録状況を確認し1技術を新規登録しました（NETIS申請情報のみ）。"]
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[null,"・新規登録は無し。"]
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[null,"2024/4/30\n＜Ver1.51＞"]
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[null,"2024/5/31\n＜Ver1.52＞"]
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[null,"2024/6/30\n＜Ver1.53＞"]
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[null,"2024/7/31\n＜Ver1.54＞"]
[null,"・新規登録は無し。"]
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[null,"2024/8/31\n＜Ver1.55＞"]
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[null,"2024/9/30\n＜Ver1.56＞"]
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[null,"2024/10/31\n＜Ver1.57＞"]
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[null,"・補完情報6技術追加。"]
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[null,"・NETIS登録状況を確認し1技術を新規登録しました（NETIS申請情報のみ）。"]
[null,"・施工費用および施工日数等を令和6年度の情報に更新"]
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[null,"2025/1/31\n＜Ver1.60＞"]
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[null,"・NETIS登録状況を確認し1技術を新規登録しました（NETIS申請情報のみ）。"]
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[null,"・NETIS登録状況を確認し1技術を新規登録しました（NETIS申請情報のみ）。"]
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[null,"・NETIS登録状況を確認し1技術を新規登録しました（NETIS申請情報のみ）。"]
[null,"・施工費用および施工日数等を令和7年度の情報に更新"]
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[null,"・新規登録は無し。"]
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[null,"2025/11/30\n＜Ver1.70＞"]
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[null,"2025/12/31\n＜Ver1.71＞"]
[null,"・NETIS登録状況を確認し1技術を新規登録しました（NETIS申請情報のみ）。"]
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[null,"2026/1/31＜Ver1.72＞"]
[null,"・新規登録は無し。"]

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[]
["アスファルト舗装工"]
[]
[]
["ＮＥＴＩＳ情報","技術名"]
[null,"①","ＮＥＴＩＳ登録番号"]
[null,"②","技術の位置付け（有用な新技術）"]
[null,"③","開発者（本社が存在する都道府県）"]
[null,"④","開発者における九州地方との関連性（九州登録九州本社：◎、九州外登録九州本社：○、九州に共同開発者有り：△、その他：－）"]
[null,"⑤","九州地方への機能性（九州地方に支店等を有する場合：○、その他：－）"]
[null,"⑥","技術概要"]
[null,"⑦","概要図"]
[null,"⑧","施工条件・適用条件等","種類"]
[null,null,null,"仕様"]
[null,null,null,"適用範囲"]
[null,null,null,"適用不可範囲"]
[null,null,null,"設計・施工"]
[null,"⑨","比較する従来技術"]
[null,"⑩","工法の特徴"]
["評価情報 ","⑪","評価基準",null,"項目"]
[null,null,"A：従来技術より極めて優れる\nB：従来技術より優れる\nC：従来技術と同等\nD：従来技術より劣る",null,"経済性"]
[null,null,null,null,"工程"]
[null,null,null,null,"品質・出来形"]
[null,null,null,null,"安全性"]
[null,null,null,null,"施工性"]
[null,null,null,null,"環境"]
[null,null,null,null,"総合評価"]
["仕様"]
["統一した従来技術"]
["補完調査情報"]
[null,"⑫","概算施工費用\n注1)","機械・労務"]
[null,null,null,"材料"]
[null,null,null,"材料内訳","混合物"]
[null,null,null,null,"乳剤\n（タックコート）"]
[null,null,null,"合計"]
[null,null,null,"備考"]
[null,null,null,"標準施工規模"]
[null,"⑬","概算施工日数"]
[null,"⑭","統一した従来技術との比較",null,"経済性"]
[null,null,null,null,"工程"]
[null,null,"判定の凡例 \n○：従来技術より優れる\n△：従来技術と同程度\n－：上記以外",null,"品質・出来形"]
[null,null,null,null,"安全性"]
[null,null,null,null,"施工性"]
[null,null,null,null,"環境"]
[null,"⑮","舗装材の物性・性能","バインダー物性","使用材料"]
[null,null,null,null,"試験規格"]
[null,null,null,null,"針入度（25℃）：mm"]
[null,null,null,null,"軟化点：℃"]
[null,null,null,null,"伸度：cm"]
[null,null,null,null,"タフネス：N・m"]
[null,null,null,null,"テナシティ（25℃）：N・m"]
[null,null,null,null,"粗骨材の剥離面積率：％"]
[null,null,null,null,"フラース脆化点：℃"]
[null,null,null,null,"曲げ仕事量：kPa"]
[null,null,null,null,"曲げスティフネス（-20℃）：MPa"]
[null,null,null,null,"薄膜加熱質量変化率：％"]
[null,null,null,null,"薄膜加熱後の針入度残留率：％"]
[null,null,null,null,"引火点：℃"]
[null,null,null,"混合物物性","［参考］混合物"]
[null,null,null,null,"試験規格"]
[null,null,null,null,"マーシャル安定度：kN"]
[null,null,null,null,"フロー値：cm"]
[null,null,null,null,"動的安定度：回/mm"]
[null,null,null,null,"残留安定度：％"]
[null,null,null,null,"剥離抵抗性：％"]
[null,null,null,null,"カンタブロ損失率：％"]
[null,null,null,"その他の試験結果"]
[null,"⑯","実施している性能評価試験"]
[null,"⑰","施工実績\n(過去3年)",null,"国土交通省：活用効果調査表数"]
[null,null,null,null,"地方自治体：開発者ヒアリング"]
[null,null,null,null,"その他：開発者ヒアリング"]
[null,"⑱","特許等",null,"特許"]
[null,null,null,null,"建設技術審査証明"]
[null,"⑲","生産供給体制（機械保有台数等）"]
[null,"⑳","備考"]
["総括","㉑","耐久性等"]
[null,"㉒","施工性\n(留意事項含む）"]
[null,"㉓","その他（留意事項含む）"]
["注1）施工費用：2025年4月福岡県久留米市　注2）／：補完調査未実施\t"]

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[null,null,null,"アスファルト舗装工　"]
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[]
[]
[null,null,null,"番号","技術名","NETIS番号","開発者","区分","対象面積当り\n概算施工費用",null,"対象面積当り\n概算施工日数",null,"統一した従来技術との比較",null,null,null,"概要"]
[null,null,null,null,null,null,null,null,null,null,null,null,"品質・出来形","安全性","施工性","環境"]

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REPAIR PAVEMENT 急速舗装修繕工法)"},null,null,{"$f":"IF(VLOOKUP(AJ$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(AJ$1,仕様の整理!$C:$P,2,0),VLOOKUP(AJ$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(AJ$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(AJ$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"マップ工法"},null,null,{"$f":"IF(VLOOKUP(AM$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(AM$1,仕様の整理!$C:$P,2,0),VLOOKUP(AM$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(AM$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(AM$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"エマルテック工法"},null,null,{"$f":"IF(VLOOKUP(AP$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(AP$1,仕様の整理!$C:$P,2,0),VLOOKUP(AP$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(AP$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(AP$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"エマルテック工法"},null,null,{"$f":"IF(VLOOKUP(AS$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(AS$1,仕様の整理!$C:$P,2,0),VLOOKUP(AS$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(AS$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(AS$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"タックファインSQ工法（事後評価済技術）"},null,null,{"$f":"IF(VLOOKUP(AV$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(AV$1,仕様の整理!$C:$P,2,0),VLOOKUP(AV$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(AV$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(AV$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"タックファインSQ工法（事後評価済技術）"},null,null,{"$f":"IF(VLOOKUP(AY$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(AY$1,仕様の整理!$C:$P,2,0),VLOOKUP(AY$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(AY$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(AY$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"よごさんゾル（事後評価済技術）"},null,null,{"$f":"IF(VLOOKUP(BB$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(BB$1,仕様の整理!$C:$P,2,0),VLOOKUP(BB$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(BB$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(BB$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"よごさんゾル（事後評価済技術）"},null,null,{"$f":"IF(VLOOKUP(BE$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(BE$1,仕様の整理!$C:$P,2,0),VLOOKUP(BE$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(BE$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(BE$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"分解促進型タックコート工法(スーパータックゾール工法)"},null,null,{"$f":"IF(VLOOKUP(BH$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(BH$1,仕様の整理!$C:$P,2,0),VLOOKUP(BH$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(BH$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(BH$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"分解促進型タックコート工法(スーパータックゾール工法)"},null,null,{"$f":"IF(VLOOKUP(BK$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(BK$1,仕様の整理!$C:$P,2,0),VLOOKUP(BK$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(BK$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(BK$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"HSアスコン舗装（事後評価未実施技術）"},null,null,{"$f":"IF(VLOOKUP(BN$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(BN$1,仕様の整理!$C:$P,2,0),VLOOKUP(BN$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(BN$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(BN$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"ひび割れ、わだち掘れに強い改質アスファルト【シナヤカファルト】（事後評価済技術）"},null,null,{"$f":"IF(VLOOKUP(BQ$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(BQ$1,仕様の整理!$C:$P,2,0),VLOOKUP(BQ$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(BQ$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(BQ$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"高耐久アスファルト用改質剤　ニュートラック（事後評価未実施技術）"},null,null,{"$f":"IF(VLOOKUP(BT$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(BT$1,仕様の整理!$C:$P,2,0),VLOOKUP(BT$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(BT$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(BT$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"高耐久アスファルト用改質剤　ニュートラック（事後評価未実施技術）"},null,null,{"$f":"IF(VLOOKUP(BW$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(BW$1,仕様の整理!$C:$P,2,0),VLOOKUP(BW$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(BW$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(BW$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"分解促進型タックコート工法（QBタック）（事後評価未実施技術）"},null,null,{"$f":"IF(VLOOKUP(BZ$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(BZ$1,仕様の整理!$C:$P,2,0),VLOOKUP(BZ$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(BZ$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(BZ$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"分解促進型タックコート工法（QBタック）（事後評価未実施技術）"},null,null,{"$f":"IF(VLOOKUP(CC$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(CC$1,仕様の整理!$C:$P,2,0),VLOOKUP(CC$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(CC$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(CC$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"ストロングファルト（事後評価未実施技術）"},null,null,{"$f":"IF(VLOOKUP(CF$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(CF$1,仕様の整理!$C:$P,2,0),VLOOKUP(CF$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(CF$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(CF$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"スマートコート（事後評価未実施技術）"},null,null,{"$f":"IF(VLOOKUP(CI$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(CI$1,仕様の整理!$C:$P,2,0),VLOOKUP(CI$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(CI$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(CI$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"エラスペーブ（事後評価未実施技術）"},null,null,{"$f":"IF(VLOOKUP(CL$1,仕様の整理!$C:$P,4,0)=\"NETIS掲載期間終了技術\",VLOOKUP(CL$1,仕様の整理!$C:$P,2,0),VLOOKUP(CL$1,仕様の整理!$C:$P,2,0)&\"（\"&VLOOKUP(CL$1,仕様の整理!$C:$P,4,0)&\"）\")&IF(VLOOKUP(CL$1,仕様の整理!$C:$P,5,0)=\"○\",\"\",\"《新規登録技術》\")","v":"開粒度薄層オーバーレイ工法「POSMAC-ST」（事後評価未実施技術）"},null,null,{"$f":"IF(VLOOKUP(CO$1,仕様の整理!$C:$P,4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[null,"③","開発者（本社が存在する都道府県）",null,null,"株式会社ガイアート（東京都）",null,null,"大成ロテック株式会社（東京都）",null,null,"世紀東急工業株式会社（東京都）",null,null,"世紀東急工業株式会社（東京都）",null,null,"大林道路株式会社（東京都）",null,null,"株式会社ＮＩＰＰＯ（東京都）",null,null,"株式会社ＮＩＰＰＯ（東京都）",null,null,"株式会社ＮＩＰＰＯ（東京都）",null,null,"遮水型排水性舗装工法研究会（東京都）",null,null,"(一社)日本道路建設業協会 中国支部（広島県）",null,null,"MAP工法研究会（東京都）",null,null,"ニチレキ株式会社（東京都）",null,null,"ニチレキ株式会社（東京都）",null,null,"東亜道路工業株式会社（東京都）",null,null,"東亜道路工業株式会社（東京都）",null,null,"日本道路株式会社（東京都）",null,null,"日本道路株式会社（東京都）",null,null,"ニチレキ株式会社（東京都）",null,null,"ニチレキ株式会社（東京都）",null,null,"東亜道路工業株式会社（東京都）",null,null,"ニチレキ株式会社（東京都）",null,null,"花王株式会社（東京都）",null,null,"花王株式会社（東京都）",null,null,"昭和瀝青工業株式会社（兵庫県）",null,null,"昭和瀝青工業株式会社（兵庫県）",null,null,"世紀東急工業株式会社（東京都）",null,null,"前田道路株式会社（東京都）",null,null,"株式会社NIPPO（東京都）",null,null,"東亜道路工業株式会社（東京都）",null,null,"株式会社NIPPO（東京都）",null,null,"ニチレキ株式会社（東京都）",null,null,"東亜道路工業株式会社（東京都）",null,null,"株式会社NIPPO（東京都）、株式会社道北鋪道（北海道）",null,null,"東亜道路工業株式会社（東京都）",null,null,"株式会社デーロス・ジャパン（石川県）、株式会社ビルドランド（石川県）",null,null,"昭和瀝青工業株式会社（兵庫県）",null,null,"ニチレキグループ株式会社（東京都）",null,null,"道路工業株式会社（北海道）",null,null,"東亜道路工業株式会社（東京都）",null,null,"東亜道路工業株式会社（東京都），東日本高速道路株式会社（東京都），中日本高速道路株式会社（愛知県），西日本高速道路株式会社（大阪府），株式会社高速道路総合技術研究所（東京都），花王株式会社（東京都）"]
[null,"④","開発者における九州地方との関連性（九州登録九州本社：◎、九州外登録九州本社：○、九州に共同開発者有り：△、その他：－）",null,null,"-",null,null,"-",null,null,"―",null,null,"－",null,null,"-",null,null,"-",null,null,"-",null,null,"－",null,null,"－",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-"]
[null,"⑤","九州地方への機能性（九州地方に支店等を有する場合：○、その他：－）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支社等を有する）",null,null,"○（九州地方に支店を有する）",null,null,"○（九州地方に支店を有する）",null,null,"○（九州地方に支店を有する）",null,null,"○（九州地方に支店を有する）",null,null,"○（九州地方に支店を有する）",null,null,"○（九州地方に支店を有する）",null,null,"○（九州地方に支店を有する）",null,null,"-",null,null,"○（九州地方に支店を有する）",null,null,"○（九州地方に支店を有する）",null,null,"○（九州地方に支店を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支社を有する）",null,null,"○（九州地方に支社を有する）",null,null,"-",null,null,"-",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）",null,null,"-",null,null,"○（九州地方に支店等を有する）",null,null,"○（九州地方に支店等を有する）"]
[null,"⑥","技術概要",null,null,"本技術は、混合物1層の内に排水機能に加えて防水機能が得られる多機能型排水性舗装で、従来は排水性舗装で対応していた。本技術の活用により、取込んだ雨水等の水分が下層へ浸透せず下層の保護が期待できるため、品質が向上する。",null,null,"本技術は流動抵抗性と応力緩和・変形追従性を非常に高レベルで両立させた特殊アスファルト舗装で、従来はポリマー改質Ⅱ型アスファルト舗装で対応していました。本技術の活用により、耐流動性とクラック発生の抑制ができるので耐久性の向上により品質の向上が図れます。",null,null,"本技術は、物理・化学系凍結抑制舗装で、従来は電熱式ロードヒーティングで対応していた。本技術の活用により、車両の輪荷重を利用した物理的凍結抑制効果と凍結防止剤による化学的凍結抑制効果を同時に発揮するため、安価で走行安全性の向上が期待できる。 ",null,null,"本技術は、砕石マスチックアスファルト舗装で、従来、床版防水工にはグースアスファルト舗装、道路表層には密粒度アスファルト舗装で対応していた。本技術の活用により、耐久性・品質・経済性の向上が期待できる。 ",null,null,"本技術は、粉砕廃タイヤのゴム粒子を混入した特殊なアスファルト混合物を舗設し、舗装表面に突出したゴム粒子により路面の氷結層を破砕する凍結抑制舗装で、従来は密粒度舗装で対応していた。本技術の活用により、凍結抑制効果、リサイクル性向上が期待できる。",null,null,"本技術は重交通道路舗装についてアスファルト混合物の最大粒径を大きくして耐流動性向上と厚層施工による施工能力を高めた技術で、従来は各層を標準厚で施工するアスファルト舗装で対応していた。本技術の活用により耐流動・耐摩耗などの向上及び早期交通開放が期待できる。 ",null,null,"技術はアスファルト混合物の製造時に発泡系の特殊添加剤を使用することにより、製造及び舗設温度を約30℃低減した技術で、従来は通常の製造・舗設温度でアスファルト混合物を施工していた。本技術の活用により、CO2排出量削減・省エネルギー化・省資源化に貢献できる。 ",null,null,"本技術は、乳剤散布装置つきアスファルトフィニッシャでタックコート用乳剤の散布と排水性混合物の舗設(標準厚25mm)とを同時に行うもので、従来は乳剤の散布と排水性舗装の舗設(標準厚50mm)を別々に行っていた。本技術の活用により経済性の向上と工程短縮等が期待できる。 ",null,null,"本技術は、混合物層の下部に遮水機能を有する排水性舗装を一層で構築する技術で、従来は不透水性の基層を含めた2層構築する排水性舗装で対応していた。本技術の活用により、省資源・省エネルギー、施工時間の短縮、大幅なコスト縮減が期待できる。【旧技術名称:POSMAC】 ",null,null,"QRP工法は、道路舗装における工事による交通渋滞の緩和および耐久性の高い舗装の築造を目的とした、QRP工法用大粒径混合物による急速施工工法である。",null,null,"本技術は、マルチアスファルトペーバ(特殊アスファルトフィニッシャ)を用いて、2種類のアスファルト混合物を同時に敷きならす工法で、従来は排水性舗装工で対応していた。本技術の活用により騒音低減効果の向上などが期待できる。 ",null,null,"エマルテック工法は従来のチップシ-ル(撒布式表面処理)工法施工方法を改善し、専用フィニッシャで施工するチップシール工法である。 適用により、1.エマルテック表面処理工法、2.エマルテックSAMI工法、3.エマルテック遮水工法の3種類がある。 ",null,null,"エマルテック工法は従来のチップシ-ル(撒布式表面処理)工法施工方法を改善し、専用フィニッシャで施工するチップシール工法である。 適用により、1.エマルテック表面処理工法、2.エマルテックSAMI工法、3.エマルテック遮水工法の3種類がある。 ",null,null,"本技術はアスファルト乳剤と分解剤を特殊ディストリビュータで同時散布し、アスファルト乳剤の分解時間を従来技術の最大1/10に短縮する技術で、従来はPKM-Tで対応していた。本技術の活用により、タックコートの養生時間が短縮されるため、工程の短縮が図れます。",null,null,"本技術はアスファルト乳剤と分解剤を特殊ディストリビュータで同時散布し、アスファルト乳剤の分解時間を従来技術の最大1/10に短縮する技術で、従来はPKM-Tで対応していた。本技術の活用により、タックコートの養生時間が短縮されるため、工程の短縮が図れます。",null,null,"本技術は、タックコート用乳剤に使用するアスファルトの針入度を下限に近い値とした材料で、タイヤへの付着を抑制できることから乳剤が周囲の路面や走行車両を汚すことがなく、また乳剤の分解が速いことから施工時間が短縮する。",null,null,"本技術は、タックコート用乳剤に使用するアスファルトの針入度を下限に近い値とした材料で、タイヤへの付着を抑制できることから乳剤が周囲の路面や走行車両を汚すことがなく、また乳剤の分解が速いことから施工時間が短縮する。",null,null,"本技術は、専用散布機により、新しく開発したアスファルト乳剤と促進剤を同時に散布することで、分解を早めたタックコート工法である。本技術の活用により、数十分を要していたタックコート乳剤の分解時間が5分以下にまで短くなるため、施工時間の短縮が図られる。 ",null,null,"本技術は、専用散布機により、新しく開発したアスファルト乳剤と促進剤を同時に散布することで、分解を早めたタックコート工法である。本技術の活用により、数十分を要していたタックコート乳剤の分解時間が5分以下にまで短くなるため、施工時間の短縮が図られる。 ",null,null,"本技術は、剛性のある特殊な熱可塑性樹脂を添加したポリマー改質アスファルトを使用するアスファルト舗装であり、従来は、半たわみ性舗装で対応していた。 本技術の活用により、アスファルト舗装と同様に施工可能なため、作業工程短縮による経済性の向上が図れます。",null,null,"　本技術はアスファルト舗装工に寄与する技術である。ひび割れ及びわだち掘れに対する抵抗性に優れ、特にひび割れが伝搬しにくい改質アスファルトである。切削オーバレイ等に活用することで、従来よりも舗設後のひび割れ発生を大幅に遅延させ、舗装の長寿命化が図れる。",null,null,"　本技術は、アスファルトに添加することで高耐久性が得られる改質剤技術で、従来はセメントミルクを注入する半たわみ性舗装で対応していた。本技術の活用により、セメントミルク不使用の為、施工作業短縮となる他、施工後の早期交通開放も可能となる。",null,null,"　本技術は、アスファルトに添加することで高耐久性が得られる改質剤技術で、従来はセメントミルクを注入する半たわみ性舗装で対応していた。本技術の活用により、セメントミルク不使用の為、施工作業短縮となる他、施工後の早期交通開放も可能となる。",null,null,"本技術は路面温度5℃程度の低温期でも分解促進剤を用いることにより、タックコートの分解養生時間を短縮可能な工法技術であり、従来はタックコート（アスファルト乳剤）を使用していた。本技術の活用により経済性、施工性の向上及び工程短縮が期待できる。",null,null,"本技術は路面温度5℃程度の低温期でも分解促進剤を用いることにより、タックコートの分解養生時間を短縮可能な工法技術であり、従来はタックコート（アスファルト乳剤）を使用していた。本技術の活用により経済性、施工性の向上及び工程短縮が期待できる。",null,null,"　本技術は、大型車両の駐車場等に使用する高強度アスファルト混合物で、従来はポリマー改質Ⅱ型アスファルト混合物で対応していた。本技術の活用により、専用添加剤を添加してアスファルト混合物を高強度化して、舗装のわだち掘れ等の破損を抑制し品質向上が図れる。",null,null,"本技術は、特殊アスファルト混合物を用いた薄層オーバーレイ工法であり、従来は切削オーバーレイ工法により対応していた。本技術の活用により、切削量とアスファルト混合物の使用量の低減が可能となるため、経済性の向上、工期の短縮および周辺環境への負荷の低減が期待される。",null,null,"本技術は、高耐久型弾力性アスファルトを用いた表層用混合物で、従来はストレートアスファルト(60～80)を使用していた。本技術の活用により疲労抵抗性とリフレクションクラック(基層ひび割れの表層への上昇伝播)抑制性能が高まり、ライフサイクルコストの低減が図れる。",null,null,"本技術は、開粒度薄層オーバーレイ工法で、従来は再生密粒度アスファルト混合物による薄層オーバーレイ工法であった。本技術の活用により、既設舗装保護と路面排水機能を両立でき、ハイドロプレーニング現象や水はね等の発生を抑制し、走行安全性の向上が図れる。",null,null,"本技術はポリマー改質アスファルトを使用したグースアスファルト舗装で、従来はバインダ針入度が20/40級のアスファルトにトリニダッドレイクアスファルトを加えたもので対応していた。本技術の活用により、耐流動性と曲げ疲労抵抗性が向上するため品質の向上が図れる。",null,null,"本技術は、長距離運搬により合材温度が出荷時から50℃程度低下しても舗設可能なポリマー改質アスファルトで、従来はポリマー改質アスファルトⅡ型で対応していた。本技術の活用により、遠隔地でも施工可能となり、品質と施工性の向上が図れる。",null,null,"本技術は、改質アスファルトを使用したプライムコート用アスファルト乳剤であり、従来技術は、高浸透性アスファルト乳剤PK-Pで対応していた。本技術の活用により、路盤の耐久性が向上し、品質の向上が期待できる。",null,null,"本技術は少量の水と発泡補助剤を噴霧してアスファルトを泡状化させた中温化アスファルト混合物で、従来はストレートアスファルトを用いた新規アスファルト混合物で対応していた。本技術の活用により品質、施工性及び周辺環境への影響の向上が期待できる。",null,null,"本技術は、新設及び維持修繕工事に用いるアスファルト混合物用ポリマー改質アスファルトであり、従来は、ポリマー改質アスファルトⅡ型を使用した混合物で対応していた。本技術の活用により、ひび割れ及びリフレクションクラックの抑制効果が期待できる。",null,null,"本技術は、路面舗装工事に用いる舗装材に廃材を再利用したブチルゴム合材を用いた技術である。従来は、加熱アスファルト系混合物を用いていた。本技術の活用により、常温の転圧により冷却時間なく道路開放が可能になり、工程短縮が図れる。",null,null,"本技術は、アスファルト舗装工に用いる特殊弾性ポリマー改質アスファルトであり、従来技術はポリマー改質アスファルトⅡ型で対応していた。本技術の活用により、塑性変形抵抗性及びひび割れ抵抗性が優れたアスファルト混合物となり、舗装の耐久性や品質向上が期待できる。",null,null,"本技術は、新設及び維持修繕工事に用いるアスファルト混合物用ポリマー改質アスファルトであり、従来は、ポリマー改質アスファルトⅡ型を使用した混合物で対応していた。本技術の活用により、重荷重の車両が低速走行する過酷な箇所でもわだち掘れの発生抑制が期待できる。",null,null,"本技術は針入度と軟化点を改善することによりひび割れ発生の抵抗力を高めたアスファルト舗装で、従来は改質Ⅱ型アスファルトを使用した舗装で耐久性の向上を図っていた。本技術の活用によりアスファルト舗装の長寿命化が期待できる。",null,null,"本技術は、せん断性能の高いタックコート及び高耐久性を有するアスファルト混合物を採用した薄層オーバーレイ工法であり、従来は切削オーバーレイ工法で対応していた。本技術の活用により、アスファルト混合物の耐久性が向上するため、舗装の長寿命化が期待できる。",null,null,"本技術は防水機能、耐久性に優れた樹脂系材料を橋梁の床版に多量に塗布しその上にアスファルト混合物を舗設する工法であり、従来技術はグースアスファルトで対応していた。本技術の活用により防水性、耐流動性に優れた橋面舗装を施工できる。"]
[null,"⑦","概要図"]
[null,"⑧","施工条件・適用条件等","種類",null,"排水性舗装工",null,null,"ポリマー改質アスファルト混合物（プレミックスタイプ）",null,null,"凍結抑制舗装",null,null,"砕石マスチックアスファルト舗装",null,null,"凍結抑制舗装",null,null,"重交通道路舗装",null,null,"ポリマー改質アスファルト（プレミックスタイプ）",null,null,"排水性舗装",null,null,"排水性舗装",null,null,"大粒径混合物による舗装",null,null,"低騒音舗装、　排水性舗装",null,null,"高濃度改質アスファルト乳剤",null,null,"高濃度改質アスファルト乳剤",null,null,"タックコート工法",null,null,"タックコート工法",null,null,"タックコート",null,null,"タックコート",null,null,"タックコート工法",null,null,"タックコート工法",null,null,"ハイブリッド改質アスファルト",null,null,"ポリマー改質アスファルト",null,null,"プラントミックスタイプのアスファルト改質剤",null,null,"プラントミックスタイプのアスファルト改質剤",null,null,"タックコート",null,null,"タックコート",null,null,"高強度アスファルト混合物",null,null,"薄層オーバーレイ工法",null,null,"高耐久型弾力性アスファルト混合物",null,null,"開粒度薄層オーバーレイ工法",null,null,"改質グースアスファルト混合物",null,null,"ポリマー改質アスファルト混合物",null,null,"プライムコート",null,null,"中温化（低炭素）アスファルト混合物",null,null,"プレミックスタイプのポリマー改質アスファルト",null,null,"ポリマー改質アスファルト混合物",null,null,"特殊弾性ポリマー改質アスファルト",null,null,"アスファルト混合物用ポリマー改質アスファルト",null,null,"アスファルト混合物用ポリマー改質アスファルト",null,null,"薄層オーバーレイ工法",null,null,"樹脂防水一体型アスファルト舗装"]
[null,null,null,"仕様",null,"専用アスファルトフィニッシャ、高性能改質アスファルト【ポリマー改質アスファルトH型】による舗装",null,null,"リラクスファルトHT混合物（SBS樹脂に石油樹脂などを併用 した特殊改質剤配合）",null,null,"グルービング溝を利用した凍結抑制舗装",null,null,"粗骨材のかみ合わせによるギャップ粒度の特性を持たせるとともに、改質アスファルトの使用や繊維質強化材を添加した混合物",null,null,"ルビット混合物（ポリマー改質アスファルトⅡ型相当にゴム粒子を混合）",null,null,"アスファルト混合物の最大粒径を大きくして耐流動性を向上",null,null,"特殊添加剤（フォームセット）を用いたアスファルト混合物",null,null,"タックコートとアスファルト混合物舗設を同時に行う標準厚25mmの排水性舗装",null,null,"混合物層の下部に遮水機能を有する排水性舗装を1層で構築する技術",null,null,"基層(中間層を含む)および上層路盤(瀝青安定処理)を同時に1回の敷きならし(施工厚6～25cm)で舗設する工法",null,null,"2種類のアスファルト混合物を上下2層同時に施工する工法",null,null,"高濃度改質アスファルト乳剤(タクミゾール)と特殊プレコ-ト骨材によるチップシ-ルを施工する工法",null,null,"高濃度改質アスファルト乳剤(タクミゾール)と特殊プレコ-ト骨材によるチップシ-ルを施工する工法",null,null,"アスファルト乳剤と分解剤を特殊ディストリビュータで同時散布し急速分解させる高性能タックコート工法",null,null,"アスファルト乳剤と分解剤を特殊ディストリビュータで同時散布し急速分解させる高性能タックコート工法",null,null,"タイヤ付着抑制型アスファルト乳剤",null,null,"タイヤ付着抑制型アスファルト乳剤",null,null,"タイヤ付着抑制型乳剤の分解時間を数分にまで短縮する技術",null,null,"タイヤ付着抑制型乳剤の分解時間を数分にまで短縮する技術",null,null,"HSアスコン（ポリマー改質アスファルト（HS主材)に熱可塑性樹脂(HS添加材)を添加）",null,null,"シナヤカファルト混合物",null,null,"高耐久アスファルト用改質剤",null,null,"高耐久アスファルト用改質剤",null,null,"アスファルト乳剤散布と同時に分解促進剤を散布する速分解型タックコート用乳剤",null,null,"アスファルト乳剤散布と同時に分解促進剤を散布する速分解型タックコート用乳剤",null,null,"ポリマー改質Ⅱ型アスファルトに専用添加剤を添加したアスファルト混合物",null,null,"薄層舗装専用の特殊アスファルト混合物を厚さ20㎜程度で施工する薄層オーバーレイ工法",null,null,"バインダに弾力性を高めたポリマー改質アスファルト「エラスファルト」を用いた高耐久型弾力性アスファルト混合物",null,null,"開粒度アスファルト混合物を薄層で敷きならすことで、路面排水機能と既設舗装の保護を両立した技術",null,null,"バインダにポリマー改質アスファルトを使用したグースアスファルト",null,null,"ポリマー改質アスファルト（アシストファルト）",null,null,"路盤の耐久性向上効果とタイヤ付着抑制効果に優れたプライムコート用改質アスファルト乳剤",null,null,"少量の水と発泡補助剤を噴霧してアスファルトを泡状化させた中温化アスファルト混合物",null,null,"アスファルト混合物用ポリマー改質アスファルト",null,null,"エコ型常温路面舗装材",null,null,"パワーフィックス混合物",null,null,"コンテナファルトS",null,null,"C・S・P",null,null,"中温化剤を配合したポリマー改質アスファルト",null,null,"タフシャットRA"]
[null,null,null,"適用範囲",null,"・施工厚さが30㎜以上の表層工（下層が路盤や路床でないこと）",null,null,"・アスファルト舗装全般",null,null,"・母体舗装は、改質アスファルトⅡ型を使用した密粒度As舗装、コンクリート舗装。・急な坂やカーブなどで降雪時に路面のすべり抵抗性が特に必要とされる箇所や路面が凍結しやすい橋梁部、交差点の手前への適用。",null,null,"通常のアスファルト舗装が適用可能な範囲",null,null,"高速道路、都市幹線 自動車道、国道、県道、市町村道をはじめとするすべての道路",null,null,"表層・基層・中間層・上層路盤(瀝青安定処理)",null,null,"アスファルト混合物全般（・表層、基層、アスファルト安定処理など、どの層にも適用可能。）",null,null,"・舗装構造が健全で、下地の舗装がアスファルト舗装あるいはコンクリート舗装で、そのオーバーレイ・舗装幅員が2.5m以上の道路(セーフペーバの最小施工幅員である2.5m以上の幅員の道路)",null,null,"・排水性舗装を適用する修繕工事で、既設基層は構造的に健全な場合に適用",null,null,"基層(中間層を含む)および上層路盤(瀝青安定処理)路床条件：礫質土、砂質土、シルト、粘性土",null,null,"・最大敷きならし厚さ 120mm(上層60mm,下層60mm)・敷きならし幅 2.5～6.0m",null,null,"・一般道路舗装工事・路盤からの打ち換えを必要とする構造的破損に至るまでの舗装補修",null,null,"・一般道路舗装工事・路盤からの打ち換えを必要とする構造的破損に至るまでの舗装補修",null,null,"・タックコートを使用するアスファルト舗装工事　・乾燥路面",null,null,"・タックコートを使用するアスファルト舗装工事　・乾燥路面",null,null,"・アスファルト舗装工全般",null,null,"・アスファルト舗装工全般",null,null,"・アスファルト舗装工事におけるタックコート工",null,null,"・アスファルト舗装工事におけるタックコート工",null,null,"・道路、港湾、空港の公共施設の他に、荷捌き場や工場構内の舗装・耐久性や耐油性が要求される舗装工事",null,null,"・N3～N7交通までのアスファルト舗装工事 ・加熱アスファルト舗装（4cm以上）",null,null,"・道路、港湾、空港などの公共施設や、ロジスティックセンターの塑性変形抵抗性が求められる舗装【大型車の駐車場やストックヤードなどの重荷重が加わる箇所】",null,null,"・道路、港湾、空港などの公共施設や、ロジスティックセンターの塑性変形抵抗性が求められる舗装【大型車の駐車場やストックヤードなどの重荷重が加わる箇所】",null,null,"・アスファルト舗装工事におけるタックコート工　・乾燥路面　【・施工幅：最大2,700ｍｍ、最小1,800ｍｍ】",null,null,"・アスファルト舗装工事におけるタックコート工　・乾燥路面　【・施工幅：最大2,700ｍｍ、最小1,800ｍｍ】",null,null,"・大型車が使用するコンテナヤードのアスファルト舗装　・大型車が多く通行するアスファルト道路　【・交差点】",null,null,"タイヤのねじり作用が生じない箇所、舗装厚2.5cm未満【15～30mm】、ひび割れ率35%以下、交通量区分N6までの路線における路面補修、現地盤高が20㎜程度高くなっても段差による支障が生じない箇所",null,null,"・表層用アスファルト混合物として適用（配合は密粒度アスファルト(13mm)に準拠。ただし、再生アスファルト混合物を除く（※ラインナップとして、最大粒径5mmとした配合も開発。粒度は砕石マスチック(5mm)に準拠）・最大粒径13mm：交通量区分Ｎ5以上、最大粒径5mm：交通量区分Ｎ5以下　・下層アスファルト面のひび割れ幅は3mm程度、ひび割れ深さは5cm程度まで適用可能。",null,null,"・構造破損していない道路（補修工事、診断区Ⅰ・Ⅱ）・坂道やトンネル出入り口などのすべり抵抗性が求められる道路・幹線道路などの路面排水機能が求められる道路　※管理基準例：ひび割れ率40％以下、わだち掘れ量40mm以下、縦断凹凸(IRI）8mm/m以下",null,null,"・橋梁の鋼床版の防水舗装（橋面舗装）で施工幅が3m以上・交通量が多いことが予想され、わだち掘れ抑制など高耐久性が要求される橋梁(鋼床版の防水舗装：グースアスファルト舗装）",null,null,"・施工厚4cm以上の加熱アスファルト舗装工　・合材プラントからの運搬時間が5時間以内（距離は目安として100km程度）\n・新設アスファルト舗装、ポーラスアスファルト舗装以外のアスファルト舗装",null,null,"プライムコートを使用するアスファルト舗装工事、【特に、交通量の多い路線や路盤の耐久性が求められる箇所で効果が期待される。】",null,null,"・ストレートアスファルトおよびポリマー改質アスファルトを用いたアスファルト混合物を使用する施工現場。・表層、基層、アスファルト安定処理路盤に適用が可能。・再生密粒度アスファルト混合物と再生アスファルト安定処理路盤への適用が可能。",null,null,"・道路構造令第1種～第4種のアスファルト舗装工事　・加熱アスファルト舗装（舗装厚 4cm以上）",null,null,"・アスファルト舗装及びコンクリート舗装に対する路面舗装工事以外。・厚さ30㎜以上の路面舗装工事。",null,null,"道路構造令第1種～第4種のアスファルト舗装",null,null,"・道路構造令 第1種第1級～4級、第2種第1級～2級、第3種第1級～5級、第4種第1級～4級のアスファルト舗装工事・港湾、空港の舗装工事　・加熱アスファルト舗装（4cm以上）",null,null,"従来のアスファルト舗装工事と同等、全国で適用可能、寒冷地域も可能。",null,null,"・クイックコート混合物は、下記の適用範囲とする（「舗装設計便覧」、「舗装の維持修繕ガイドブック2013」参照）　クイックコート：交通量区分N5以下、ひび割れによる損傷程度が少ない道路　高耐久性クイックコート：交通量区分N5以下、N6以上、FWDによる許容たわみ量の目安以下の道路",null,null,"・橋梁の鋼床版あるいはコンクリート床版の基層（橋面舗装）・交通量が多く、わだち掘れ抑制など高耐久性が要求される橋梁・鋼床版の補強が必要な箇所 (高剛性アスファルト混合物との併用)"]
[null,null,null,"適用不可範囲",null,"・下層が路盤や路床のアスファルト舗装　・施工厚さが30㎜未満の表層工",null,null,"・ポーラスアスファルト舗装",null,null,"特になし",null,null,"通常のアスファルト舗装が適用できない範囲",null,null,"機械施工できない箇 所",null,null,"・路床支持力が不足している箇所　・下層舗装体が構造的に破損している箇所　・機械施工が不可能な箇所。",null,null,"グースアスファルト混合物",null,null,"・舗装幅員が2.5m以下の道路  ・砕石路盤上への薄層舗装",null,null,"・排水性舗装を適用する修繕工事で、既設基層以下が構造的に著しく破損している場合",null,null,"路床土が軟弱な箇所",null,null,"幅員2.5m以下のアスファルト舗装工事",null,null,"-",null,null,"-",null,null,"・タックコートを使用しないアスファルト舗装工事　・湿潤路面",null,null,"・タックコートを使用しないアスファルト舗装工事　・湿潤路面",null,null,"・特になし",null,null,"・特になし",null,null,"・タックコート以外での使用",null,null,"・タックコート以外での使用",null,null,"・機械施工が必須(人力施工は不可)なため、機械施工の不可能な箇所",null,null,"・再生アスファルト舗装　・ポーラスアスファルト舗装　・3㎝以下の薄層舗装",null,null,"・塑性変形抵抗性が求められない舗装",null,null,"・塑性変形抵抗性が求められない舗装",null,null,"・タックコートを使用しないアスファルト舗装工事　・湿潤路面",null,null,"・タックコートを使用しないアスファルト舗装工事　・湿潤路面",null,null,"透水性舗装",null,null,"交差点などのタイヤのねじり作用が生じる箇所、【舗装厚30mm超】、ひび割れ率35%超、交通量区分N7の重交通路線における路面補修",null,null,"・基層用加熱アスファルト混合物、再生アスファルト混合物としての適用。配合は密粒度アスファルト混合物及び砕石マスチックに準拠しないもの。・最大粒径5mm：交通量区分N6以上は適用不可。",null,null,"・構造破損している道路（修繕工事、診断区分Ⅲ）※管理基準例：ひび割れ率40％以上、わだち掘れ量40mm以上、縦断凹凸(IRI）8mm/m以上",null,null,"施工幅が3ｍ未満の鋼床版の防水舗装",null,null,"・合材プラントからの運搬距離が100km以上、運搬時間が5時間以上　・再生アスファルト舗装、ポーラスアスファルト舗装",null,null,"プライムコートを使用しないアスファルト舗装工事",null,null,"・グースアスファルト等、ストレートアスファルトおよびポリマー改質アスファルトを用いたアスファルト混合物が使用できない施工現場",null,null,"・再生アスファルト舗装　・ポーラスアスファルト舗装　・3cm以下の薄層舗装",null,null,"・アスファルト舗装及びコンクリート舗装に対する路面舗装工事以外。・厚さ30㎜未満の路面舗装工事。",null,null,"・再生アスファルト舗装　・ポーラスアスファルト舗装",null,null,"・再生アスファルト舗装 ・ポーラスアスファルト舗装 ・4cm未満の薄層舗装",null,null,"・再生アスファルト舗装　・ポーラスアスファルト舗装",null,null,"・クイックコート：交通量区分N6以上、ひび割れによる損傷程度が大きい道路",null,null,"・舗装厚3cm未満の設計となる場合"]
[null,null,null,"設計・施工",null,"【舗装の設計は一般的な舗装と同様であるが、粒度範囲、空隙率等の配合条件は独自のものである。】敷均しには専用アスファルトフィニッシャを使用する。",null,null,"・配合設計は従来技術と同様にマーシャル安定度試験　・混合物の敷き均し温度、転圧温度は通常のポリマー改質アスファルトⅡ型を用いた混合物と同様の温度範囲での管理",null,null,"・母体となる表層には、改質アスファルトⅡ型及び硬質な粗骨材を用いたアスファルト混合物の舗装やコンクリート舗装等を適用",null,null,"・最大粒径 は13mmを基本とするが、2cm～3cmの薄層施工の場合は最大粒径を5mmとする",null,null,"・構造設計 は、通常のアスファルト舗装の設計に準じて行う（Ta計算の等値換算係数は1.0）。・舗設時、舗設表面に硬質骨材を散布・定着する（施工直後の雨天時におけるすべり抵抗性の確保）。",null,null,"・等値換算係数は表層・基層・中間層で1.0、上層路盤(瀝青安定処理)で0.8を用いる・1層の仕上げ厚は、最小仕上げ厚さ6～25cmを標準とする。",null,null,"従来のアスファルト混合物と同等、・ポリマー改質アスファルト、再生アスファルト、脱色バインダーへの適用についても混合物製造及び舗設温度を約30℃低減できる。",null,null,"・下地舗装体の構造的な支持力等を確認する。・高濃度改質アスファルト乳剤は、ワーカビリティを良くするとともに分解を速めるため、約70℃に加熱して散布する。",null,null,"・既設舗装の構造的な破損が懸念される場合は、事前調査により、既設基層の構造的な支持力、既設基層の剥離抵抗性を確認する。",null,null,"等値換算係数は、「1.0(暫定値)」を用いる。混合物の配合は、QRP工法設計・施工技術指針(案)に準じて行う。",null,null,"・基層上もしくはアスファルト安定処理路盤上の舗装に適用することが望ましい　・アスファルトプラントの選定と混合物の運搬計画に留意する",null,null,"・構造的破損の著しい箇所については別途検討が必要　・降雨時や1日の最低気温が5℃以下および路面温度が10℃以下は施工を避ける",null,null,"・構造的破損の著しい箇所については別途検討が必要　・降雨時や1日の最低気温が5℃以下および路面温度が10℃以下は施工を避ける",null,null,"・散布量は一般に0.3～0.6L/m2を標準とする。　・アスファルト乳剤は気象条件等に応じて常温～70℃で、分解剤は常温～60℃で散布すること。",null,null,"・散布量は一般に0.3～0.6L/m2を標準とする。　・アスファルト乳剤は気象条件等に応じて常温～70℃で、分解剤は常温～60℃で散布すること。",null,null,"・タンク内以外で乳剤を貯蔵する際は、20～30℃の場所で保管する。・乳剤散布後10～15分目安で指触により乳剤の分解を確認し、乳剤が完全に分解するまでは車両を走行させない。",null,null,"・タンク内以外で乳剤を貯蔵する際は、20～30℃の場所で保管する。・乳剤散布後10～15分目安で指触により乳剤の分解を確認し、乳剤が完全に分解するまでは車両を走行させない。",null,null,"・路面に塵埃が残らないように、十分に清掃する。　・路面が濡れている場合は乾燥する。　・乳剤は使用時には70℃以上85℃以下の範囲で加温する。",null,null,"・路面に塵埃が残らないように、十分に清掃する。　・路面が濡れている場合は乾燥する。　・乳剤は使用時には70℃以上85℃以下の範囲で加温する。",null,null,"・舗装設計は、基本的に通常のアスファルト舗装と同等の方法で行うことが可能。・性能を確保するためには、密度を確保することが重要であり、155℃以上の敷均し温度を確保する。",null,null,"施工方法は通常のアスファルト舗装と同様（混合物初期転圧温度は、140℃以上である）",null,null,"・改質アスファルトⅡ型【アスファルトバインダー】に対して、ニュートラック20％前後の添加を推奨する　・施工方法は通常のアスファルト舗装と同様である",null,null,"・改質アスファルトⅡ型【アスファルトバインダー】に対して、ニュートラック20％前後の添加を推奨する　・施工方法は通常のアスファルト舗装と同様である",null,null,"・散布量は一般に0.3～0.6L/m2を標準とする　・アスファルト乳剤は気象条件等に応じて常温70℃以下、分散剤は常温60℃以下で散布する",null,null,"・散布量は一般に0.3～0.6L/m2を標準とする　・アスファルト乳剤は気象条件等に応じて常温70℃以下、分散剤は常温60℃以下で散布する",null,null,"施工方法は通常のアスファルト舗装と同様である",null,null,"薄層施工のためアスファルトフィニッシャによる敷均しを標準とする",null,null,"施工方法は通常のアスファルト舗装（切削オーバーレイ舗装）と同様",null,null,"混合物の粒度範囲は、東京都建設局が規定した開粒度アスファルト混合物１号（すべり止め用）に準拠する",null,null,"アスファルトプラントにおけるスマートグースアスファルト混合物の製造から運搬、舗設時の温度が180～200℃程度となるように留意する。",null,null,"配合設計は、ポリマー改質Ⅱ型と同様の温度条件でマーシャル安定度試験による方法で行う。施工は、通常の機械編成・施工方法で行う。",null,null,"-",null,null,"ECOフォームドの敷きならし温度は、110℃以上であること。また、交通開放温度は50℃以下であること。",null,null,"施工方法は通常のアスファルト舗装と同様",null,null,"・現地踏査にて図面を基に、路線・周辺の環境等の現況を把握し、施工延長を確認して、施工計画を行うこと。・下地の状態を確認すること(泥や小石を取り除いた平らな面を推奨)。",null,null,"施工は、通常の機械編成・施工方法で行う",null,null,"施工方法は通常のアスファルト舗装と同様",null,null,"従来の機械編成・施工方法で行う。",null,null,"施工時は、縦・横断勾配が急な箇所では、施⼯範囲外へのタックコートの表⾯流出に留意すること。",null,null,"・アスファルト混合物の施工は、従来と同様の施工機械編成および施工方法で行う"]
[null,"⑨","比較する従来技術",null,null,"排水性舗装",null,null,"ポリマー改質アスファルトⅡ型舗装",null,null,"電熱式ロードヒーティング",null,null,"グースアスファルト舗装",null,null,"積雪寒冷地で一般的に使用されている表層用混合物を使用した舗装(密粒度舗装)",null,null,"各層を標準厚で施工する通常のアスファルト舗装",null,null,"アスファルト混合物(密粒13)",null,null,"排水性舗装",null,null,"基層を含めた二層を構築する排水性舗装",null,null,"通常舗装(上層路盤+基層+中間層)",null,null,"排水性アスファルト舗装工",null,null,"通常の散布式表面処理",null,null,"通常の散布式表面処理",null,null,"タックコート用アスファルト乳剤PKM-T",null,null,"タックコート用アスファルト乳剤PKM-T",null,null,"タックコート用アスファルト乳剤(PKR-T)",null,null,"タックコート用アスファルト乳剤(PKR-T)",null,null,"PKM-Tを用いたタックコート工",null,null,"PKM-Tを用いたタックコート工",null,null,"半たわみ性舗装(超速硬タイプ)",null,null,"ポリマー改質アスファルトⅡ型舗装",null,null,"開粒度アスファルト舗装にセメントミルクを注入する半たわみ性舗装",null,null,"開粒度アスファルト舗装にセメントミルクを注入する半たわみ性舗装",null,null,"タックコート（アスファルト乳剤）",null,null,"タックコート（アスファルト乳剤）",null,null,"ポリマー改質Ⅱ型アスファルト混合物",null,null,"切削オーバーレイ工法",null,null,"ストレートアスファルト(60～80)を用いた密粒度アスファルト混合物",null,null,"薄層オーバーレイ工法（再生密粒度アスファルト混合物）",null,null,"バインダには、針入度が20/40級のストレートアスファルトにトリニダッドレイクアスファルト(以下、TLA)を加えたグースアスファルト舗装",null,null,"ポリマー改質アスファルトⅡ型",null,null,"高浸透性アスファルト乳剤PK-P",null,null,"ストレートアスファルトを用いた新規アスファルト混合物",null,null,"ポリマー改質アスファルトⅡ型",null,null,"加熱アスファルト系混合物を⽤いた舗装材",null,null,"ポリマー改質アスファルトⅡ型",null,null,"ポリマー改質アスファルトⅡ型",null,null,"ポリマー改質アスファルトⅡ型を使用したアスファルト混合物による舗装",null,null,"切削オーバーレイ工法",null,null,"グースアスファルト舗装"]
[null,"⑩","工法の特徴",null,null,"・排水機能（表層舗装表面）　・凍結抑制機能（凍結防止剤の流出抑制）　・すべり止め機能・耐久性（耐流動性、防水性）　・骨材飛散抑制機能　・騒音抑制機能",null,null,"・流動抵抗性と応力緩和・変形追従性を非常に高レベルで両立・ひび割れ抑制（特にサーマクラックが予想される積雪寒冷地域）",null,null,"・凍結抑制材には弾力性があり、走行する車両の荷重によって路面の氷結層を破壊する(物理的効果)。・凍結防止剤が徐々に溶出することで氷点降下機能が働き、路面の凍結を抑制する。",null,null,"・防水性　・たわみ性　・耐流動性　・耐摩耗性　・すべり抵抗性　・リフレクションクラック抑制",null,null,"・凍結抑制機能　・すべり抵抗の増大",null,null,"・耐流動性　　・耐摩耗性  ・早期交通解放",null,null,"・中温化（製造温度の低減によるＣＯ2排出量削減、施工温度の低減による早期交通解放等）・施工性改善：混合部の温度低下が懸念される寒冷期や遠隔地の工事等",null,null,"・薄層施工可能なため切削を必要とせず、切削に伴う工事騒音や交通規制、工事の長期化を軽減",null,null,"・コスト縮減　　　・省資源、省エネルギー　　　・施工時間の短縮が可能　",null,null,"・施工時間の短縮、・耐久性（耐流動性）",null,null,"・上層に小粒径排水性舗装、下層に通常の13mm排水性舗装の二層式排水性舗装は、通常の排水性舗装と比べて、道路交通騒音をより低減できる。・上層にカラーアスファルト混合物、下層に密粒度アスファルト混合物の組合せは、通常のカラー舗装と比較してコスト縮減が可能",null,null,"・オ-バ-レイや切削オ-バ-レイの事前処理(クラック抑制)　・排水性舗装の遮水層・基層保護",null,null,"・オ-バ-レイや切削オ-バ-レイの事前処理(クラック抑制)　・排水性舗装の遮水層・基層保護",null,null,"・施工性（養生時間を従来技術の最大1/10程度に短縮）",null,null,"・施工性（養生時間を従来技術の最大1/10程度に短縮）",null,null,"・アスファルト乳剤(タックコート)がタイヤに付着するのを抑制する技術・乳剤の分解が20分速いので、施工時間の短縮(7%短縮)が図れる。",null,null,"・アスファルト乳剤(タックコート)がタイヤに付着するのを抑制する技術・乳剤の分解が20分速いので、施工時間の短縮(7%短縮)が図れる。",null,null,"・乳剤の分解に要する時間を5分以内に短縮・専用散布機械には、路面に均一に散布できるような制御装置と、乳剤と促進剤が一定の比率になるような機構を搭載している。",null,null,"・乳剤の分解に要する時間を5分以内に短縮・専用散布機械には、路面に均一に散布できるような制御装置と、乳剤と促進剤が一定の比率になるような機構を搭載している。",null,null,"耐久性（耐流動性、耐油性）",null,null,"・ひび割れ抵抗性　・わだち掘れ抵抗性",null,null,"・塑性変形抵抗性　【・摩耗抵抗性　・耐油性、耐水性】",null,null,"・塑性変形抵抗性　【・摩耗抵抗性　・耐油性、耐水性】",null,null,"・アスファルト乳剤のみの散布からアスファルト乳剤と分解促進剤の同時散布することにより、分解時間(養生時間)を短縮・路面温度5℃の条件において5分以内の分解が可能（タイヤ付着率0.2％）となるため施工時間の短縮が図れる",null,null,"・アスファルト乳剤のみの散布からアスファルト乳剤と分解促進剤の同時散布することにより、分解時間(養生時間)を短縮・路面温度5℃の条件において5分以内の分解が可能（タイヤ付着率0.2％）となるため施工時間の短縮が図れる",null,null,"・耐流動性、耐油性　・塑性変形抑制　・油漏れによる舗装の損傷抑制",null,null,"・特殊アスファルト混合物を用いることにより、切削不要もしくは部分的な切削による施工が可能であり、薄層オバーレイ工法であるためアスファルト混合物の使用量が低減・日当り施工量が増大するため、工期の短縮・切削時に発生する塵芥や騒音が抑制されるため、周辺環境への影響の低減",null,null,"・耐流動性（わだち掘れ抵抗性）　・疲労抵抗性　・ひび割れ抵抗性",null,null,"・下層への遮水機能強化による路盤以下の層への雨水の浸透の抑制　・塑性変形抵抗性・舗装内の透水性と下層面への遮水性による路面滞水の解消　・すべり抵抗の増大",null,null,"・耐流動性（わだち掘れ抵抗性）　・曲げ疲労抵抗性　・たわみ性　・低臭性",null,null,"・出荷後のアスファルト混合物の温度が50℃程度低下した状態でも適切な締固めが可能　・運搬可能時間：最大5時間、運搬可能範囲：最大100km）　・塑性変形抵抗性",null,null,"・乳剤分解後に形成される乳剤の含浸層が堅くなり、路盤の耐久性が向上　・粗骨材との付着性が向上し、路盤の耐水性が向上 ・分解後の乳剤被膜はタイヤへの付着抑制効果に優れているため、周辺道路への汚染を減らすことができる",null,null,"・通常温度で製造した場合：寒冷期において混合物の温度が低下しても施工性を確保、混合物の温度が低下しても品質（締固め度）を確保　・中温で製造した場合：地球環境への影響低減（燃費低減）、早期交通開放、製造および施工時の臭気の低減",null,null,"ひび割れ抵抗性、疲労抵抗性、リフレクションクラック抑制、低温特性",null,null,"・冷却時間なしで道路開放が可能になり、工期が短縮される。・高温物の取り扱いリスクを回避でき、安全性が向上する。・温度管理の手間が不要になり、施工管理の省力化が図れる。",null,null,"高い塑性変形抵抗性に加えてひび割れ抵抗性が向上することにより、舗装の長寿命化やライフサイクルコストの軽減、補修回数の削減による環境負荷の低減、さらにはひび割れた老朽化路面に対するオーバーレイ補修が可能となる。",null,null,"特殊改質剤を使用し高い塑性変形抵抗性を実現、わだち掘れ抑制効果により長寿命化",null,null,"疲労ひび割れ・リフレクションクラックの抑制、低温飛散抵抗性あり（寒冷地対応）、柔軟性の高いアスファルト使用",null,null,"アスファルト混合物の耐久性（ひび割れ抵抗性、曲げ疲労抵抗性、耐流動性、耐摩耗性）が向上するため、舗装の長寿命化が期待できる",null,null,"・グースアスファルトを使わないことで、わだち掘れ抵抗性が向上し、臭気による周辺環境への影響も抑制できる。\n・一般的な施工機械で、グース同等の防水性能を持つ混合物の施工が可能。\n・多量塗布した樹脂が空隙へ浸透して舗装と床版が強固に接着し、高温時でも十分な接着強度を発揮する。"]
["評価情報 ","⑪","評価基準",null,"項目","最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見",null,null,"最新の活用効果評価結果,所見"]
[null,null,"・A：従来技術より極めて優れる\n・B：従来技術より優れる\n・C：従来技術と同等\n・D：従来技術より劣る",null,"経済性","D：-",null,null,"-",null,null,"A：イニシャルコストが安価であり、ランニングコストを必要としないため、経済性の向上が図られている。",null,null,"B：-",null,null,"D：-",null,null,"C：-",null,null,"C：-",null,null,"B：-",null,null,"B：-",null,null,"C：-",null,null,"C：-",null,null,"D：-",null,null,"D：-",null,null,"C：-",null,null,"C：-",null,null,"D：-",null,null,"D：-",null,null,"C：-",null,null,"C：-",null,null,"-",null,null,"C：-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"C：本技術の経済性については、材料単価は上がるものの、養生砂散布作業を低減できるため、従来技術と同等である。",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-"]
[null,null,null,null,"工程","C：-",null,null,"-",null,null,"C：-",null,null,"B：-",null,null,"C：-",null,null,"B：1層当たりの舗装厚を厚くし、層数を低減させることにより、工程の短縮が図られている。",null,null,"C：-",null,null,"B：-",null,null,"B：-",null,null,"B：所見：一層施工により作業効率が向上し、工程短縮が図られ優れる。",null,null,"B：-",null,null,"B：乳剤と骨材を同時に散布できる専用フィニッシャーを使用することで工程短縮が図られている。",null,null,"B：乳剤と骨材を同時に散布できる専用フィニッシャーを使用することで工程短縮が図られている。",null,null,"B：・タックコートの施工から舗設までの養生時間を大幅に短縮できるため、同一施工面積の場合工程の短縮が図られる。",null,null,"B：・タックコートの施工から舗設までの養生時間を大幅に短縮できるため、同一施工面積の場合工程の短縮が図られる。",null,null,"B：・乳剤の分解が早いため、施工性が向上し工期短縮が図れる。",null,null,"B：・乳剤の分解が早いため、施工性が向上し工期短縮が図れる。",null,null,"B：・乳剤散布後の養生時間を短縮できることで、1日当りの舗設数量の増加につながり、施工性の向上及び工程の短縮が図られている。",null,null,"B：・乳剤散布後の養生時間を短縮できることで、1日当りの舗設数量の増加につながり、施工性の向上及び工程の短縮が図られている。",null,null,"-",null,null,"C：-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"B：本技術の工程については、乳剤が速乾性に優れており養生期間を短縮することができるため、従来技術に対して優れる。",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-"]
[null,null,null,null,"品質・出来形","B：・表層の機能を排水機能と防水機能の多機能に変えたことにより、取り込んだ雨水等の水分が下層へ浸透せず下層の保護が期待できるとともに骨材飛散抵抗性が向上するため、品質が向上する。",null,null,"-",null,null,"C：-",null,null,"B：-",null,null,"C：-",null,null,"B：-",null,null,"B：-",null,null,"C：-",null,null,"B：-",null,null,"B：所見：耐久性が高いアスファルト合材を使用することから、品質・出来形に優れる。",null,null,"B：-",null,null,"B：-",null,null,"B：-",null,null,"C：-",null,null,"C：-",null,null,"B：-",null,null,"B：-",null,null,"C：-",null,null,"C：-",null,null,"-",null,null,"B：・ひび割れやわだち掘れ抵抗性を有しているため、品質の向上が図られる。",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"B：本技術の品質・出来形については、乳剤散布後に形成される含浸層が硬くなり路盤の耐久性が向上するため、従来技術に対して優れる。",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-"]
[null,null,null,null,"安全性","C：-",null,null,"-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"-",null,null,"C：-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"C：本技術の安全性については、従来技術と同等である。",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-"]
[null,null,null,null,"施工性","C：-",null,null,"-",null,null,"C：-",null,null,"B：-",null,null,"C：留意事項：混合物中にゴムチップと言う異物が混入しているため、混合物敷均し後にズレが生じやすくなっていた。",null,null,"B：-",null,null,"C：・気泡によるベアリング効果で混合・敷き均し・締固めが容易となり、施工性の向上が図られている。",null,null,"C：-",null,null,"B：-",null,null,"B：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"C：-",null,null,"B：・乳剤の分解が早いため、施工性の向上が図れる。",null,null,"B：・乳剤の分解が早いため、施工性の向上が図れる。",null,null,"B：・乳剤散布後の養生時間を短縮できることで、1日当りの舗設数量の増加につながり、施工性の向上及び工程の短縮が図られている。",null,null,"B：・乳剤散布後の養生時間を短縮できることで、1日当りの舗設数量の増加につながり、施工性の向上及び工程の短縮が図られている。",null,null,"-",null,null,"C：-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"B：本技術の施工性については、養生砂散布作業が低減できるため、従来技術に対して優れる。",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-"]
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[null,null,null,null,"カンタブロ損失率：％","-20℃で12％以下　（北海道道路河川工事仕様書：排水性舗装20％以下）",0.107,"○","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","‐","-","-","-","-","-","-","-","-","-","-","-","-","-","30％以下",0.23699999999999999,"○","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","-","／","／","／","／","／","／","／","／","／","／","／","／","／","／","／","／","／","／"]
[null,null,null,"その他の試験結果",null,"路面のきめ深さ（路面の粗さ）：きめ深さ（MPD）の自社基準値1.2mm以上に対して1.825mm\n排水機能（現場透水試験）：浸透水量の自社基準値800ml/15s以上（参考：北海道道路河川工事仕様書：空隙率17％の排水性舗装相当）に対して855ml/15s\n防水機能（室内透水試験）：透水係数の自社基準値1.0×10^7cm/s以下（参考：舗装設計施工指針等：SMA相当）を満足する。\n凍結抑制効果：散布した凍結防止剤の保持能力が排水性舗装の2倍程度あり、また塩分濃度が基準値を下回る状態でもすべり抵抗値（BPN）40～50程度を確保できている。\nすべり抵抗性：すべり抵抗値（BPN）の自社基準値60以上（参考：NEXCO舗装施工管理要領：排水性舗装相当）に対して70",null,null,"混合物の繰り返し曲げ試験：通常混合物は破壊回数1.4万回に対して、リラクスファルトHTは83.9万回。\nクラック貫通試験：通常混合物は貫通時間60minに対して、リラクスファルトHTは貫通時間132min。",null,null,"凍結抑制機能：ザペック工法タイプＧは、凍結路面がシャーベット状に融解することを確認。\nすべり抵抗性：基準値（ＢＰＮ）60以上に対してＢＰＮ62で同程度。",null,null,"耐摩耗性：摩耗量基準値1.0cm2以下に対して0.68cm2を確認\nすべり抵抗性：基準値（BPN）60以上に対して69.9を確認",null,null,"すべり抵抗性（BPN値）：従来技術のBPN60以上に対してBPN75で同程度\n耐摩耗性（ラベリング試験）：密粒度舗装ですり減り量0.7c㎡以下に対して0.4c㎡で同程度\n凍結抑制：路面凍結状況を観察し、氷結路面における路面露出率の向上を確認している。",null,null,"耐摩耗性（ラベリング試験）：従来技術1.3㎠以下に対して1.3㎠で同程度（ヒアリングより）",null,null,"締固め密度：所定の密度を得るのに従来技術では混合を180℃、締固めを160℃で行う必要があったが、新技術においては混合を150℃、締固め130℃の一律30℃低減しても同等の品質が得られる。\n早期交通開放：従来技術では表層舗装体内部温度が60℃になるまで、基層舗設開始から395分要するのに対して、新技術においては基層舗設開始から約325分であることを確認している。",null,null,"すべり抵抗値：社内管理値（ＢＰＮ）60以上に対して78ＢＰＮであることを確認\n現場透水量：浸透水量基準値：1,000ml/15s以上（舗装設計施工指針より）に対して1,567～1,676ｍｌ/15ｓであることを確認",null,null,"透水能力：基準値1000ml/15sec以上に対して同程度以上を確認\n遮水性能（既設基層の透水係数の改善効果）：高濃度改質Ａｓ乳剤を1.2ℓ/m2以上散布することで従来技術より透水係数が10-1～10-2cm/sec程度小さくなる事を確認",null,null,"-",null,null,"すべり抵抗性：BPN60以上に対して、BPN65\n透水係数：10-2cm/sec以上に対して、6.4×10-2cm/sec\n浸透水量：1,000ｍｌ/15ｓに対して、平均1,356ｍｌ/15ｓ（1,282～1,446）",null,null,"水浸ホイールトラッキング試験（12時間）後の骨材の剥離は、ゴム入りAs乳剤（PKR-T）で40％に対しエマルテックでは骨材剥離は認められない。\n水浸ホイールトラッキング試験（12時間）後の水の浸透状況は、ゴム入りAs乳剤（PKR-T）で浸透が確認されたのに対し、エマルテックでは確認されない。\n水浸ホイールトラッキング試験（12時間）後の接着強度は、ゴム入りAs乳剤（PKRT）で0.4MPaに対し、エマルテック工法は0.5MPa以上である。",null,null,"水浸ホイールトラッキング試験（12時間）後の骨材の剥離は、ゴム入りAs乳剤（PKR-T）で40％に対しエマルテックでは骨材剥離は認められない。\n水浸ホイールトラッキング試験（12時間）後の水の浸透状況は、ゴム入りAs乳剤（PKR-T）で浸透が確認されたのに対し、エマルテックでは確認されない。\n水浸ホイールトラッキング試験（12時間）後の接着強度は、ゴム入りAs乳剤（PKRT）で0.4MPaに対し、エマルテック工法は0.5MPa以上である。",null,null,"エングラー度（粘度）：カチオン乳剤（PK-4）の1～6に対して、タックファインSQは4。\n付着度：カチオン乳剤（PK-4）の2/3以上に対して、タックファインSQは2/3以上で同程度。\n蒸発残留分：カチオン乳剤（PK4）の50％以上に対して、タックファインSQは51％で同程度。\n蒸発残留物針入度（25℃）（1/10㎜）：カチオン乳剤（PK4）の60を超え150以下に対して、タックファインSQは18。\n層間接着性能（引張接着強度）：タイヤ付着抑制型乳剤（PKMT）の基準値（1.0MPa以上）に対して、1.2MPa（20℃）～2.0MPa（5℃）。",null,null,"エングラー度（粘度）：改質As乳剤（PKR-T）の1～10に対して、タックファインSQは4。\n付着度：改質As乳剤（PKR-T）の2/3以上に対して、タックファインSQは2/3以上で同程度。\n蒸発残留分：改質As乳剤（PKRT）の50％以上に対して、タックファインSQは51％で同程度。\n蒸発残留物針入度（25℃）（1/10㎜）：改質As乳剤（PKRT）の60を超え150以下に対して、タックファインSQは18。\n層間接着性能（引張接着強度）：タイヤ付着抑制型乳剤（PKMT）の基準値（1.0MPa以上）に対して、1.2MPa（20℃）～2.0MPa（5℃）。",null,null,"付着度：カチオン乳剤（PK-4）の2/3以上に対して、よごさんゾルは2/3以上で同程度。\n蒸発残留物針入度（25℃）（1/10㎜）：カチオン乳剤（PK-4）の60を超え150以下に対して、よごさんゾルは6。\n貯蔵安定度（24hr）：カチオン乳剤（PK4）の1％以下に対して、よごさんゾルは0.50％。\n引張接着強度：タイヤ付着抑制型乳剤（PKMT）の基準値（1.0MPa以上）に対して、1.93MPa（20℃）。",null,null,"付着度：改質As乳剤（PKR-T）の2/3以上に対して、よごさんゾルは2/3以上で同程度。\n蒸発残留物針入度（25℃）（1/10㎜）：改質As乳剤（PKR-T）の60を超え150以下に対して、よごさんゾルは6。\n貯蔵安定度（24hr）：改質As乳剤（PKRT）の1％以下に対して、よごさんゾルは0.50％。\n引張接着強度：タイヤ付着抑制型乳剤（PKMT）の基準値（1.0MPa以上）に対して、1.93MPa（20℃）。",null,null,"エングラー度（粘度）：カチオン乳剤（PK-4）の1～6に対して、スーパータックゾールは3～5。\n付着度：カチオン乳剤（PK-4）の2/3以上に対して、スーパータックゾールは2/3以上で同程度。\n蒸発残留分：カチオン乳剤（PK4）の50％以上に対して、スーパータックゾールは51％で同程度。\n蒸発残留物針入度（25℃）（1/10㎜）：カチオン乳剤（PK4）の60を超え150以下に対して、スーパータックゾールは11～14。\n層間接着性能（引張接着強度）：タイヤ付着抑制型乳剤（PKMT）の1.7N/㎟に対して、1.72N/㎟で同程度。",null,null,"エングラー度（粘度）：改質As乳剤（PKR-T）の1～10に対して、スーパータックゾールは3～5。\n付着度：改質As乳剤（PKR-T）の2/3以上に対して、スーパータックゾールは2/3以上で同程度。\n蒸発残留分：改質As乳剤（PKRT）の50％以上に対して、スーパータックゾールは51％で同程度。\n蒸発残留物針入度（25℃）（1/10㎜）：改質As乳剤（PKRT）の60を超え150以下に対して、スーパータックゾールは11～14。\n層間接着性能（引張接着強度）：タイヤ付着抑制型乳剤（PKMT）の1.23N/㎟に対して、1.3N/㎟。",null,null,"・圧裂試験（20℃）を実施し、密粒度（20）の圧裂強度2.5MPaを確認した。\n・曲げ試験（-10℃）を実施し、密粒度（20）の曲げ強度9.8MPa、破断時のひずみ4.0×10⁻³を確認した。\n・水侵ホイールラッキング試験（60℃）を実施し、密粒度（20）のはく離面積率0％を確認した。\n・ラベリング試験（10℃、サイドチェーン）を実施し、密粒度（20）の摩擦量0.4㎠を確認した。\n・油浸マーシャル試験（60℃）の試験を実施し、密粒度（20）の残留強度率90.5％を確認した。",null,null,"・損失弾性率試験（25℃）を実施し、改質Ⅱ型16.0×10⁵に対して、2.3×10⁵を確認した。\n・ひび割れ貫通抵抗性試験を実施し、ひび割れ貫通時間4710分を確認した。\n・ホイールトラッキング試験を実施し、動的安定度7,000回/mmを確認した。",null,null,"水浸ホイールトラッキング試験（水温60℃）を実施し、供試験最終変形量は改質Ⅱ型の20ｍｍに対して、ニュートラック併用は6ｍｍであることを確認。",null,null,"水浸ホイールトラッキング試験（水温60℃）を実施し、供試験最終変形量は改質Ⅱ型の20ｍｍに対して、ニュートラック併用は6ｍｍであることを確認。\n-",null,null,"・エングラー度（25℃）：PK-4の1～6に対して、QBタックは5。・ふるい残留分（1.18mm）：PK-4の0.3％以下に対して、QBタックは0。\n・付着度：PK-4の2/3以上に対して、QBタックは2/3以上で同程度。・粒子の電荷：PK-4の陽（+）に対して、QBタックは陽（+）で同程度。\n蒸発残留分：PK4の50％以上に対して、QBタックは51％で同程度。\n・蒸発残留物において、PK4の針入度（25℃）（1/10㎜）60を超え150以下、軟化点55℃以上に対して、QBタックは16、64℃。・貯蔵安定度（24時間）：PK4の1％以下に対して、QBタックは0％。\n・タイヤ付着率（60℃）：2.2％　・アスファルト付着率（5℃,分解促剤散布5分後）：0.6％。",null,null,"・エングラー度（25℃）：PKR-Tの1～10に対して、QBタックは5。・ふるい残留分（1.18mm）：PKR-Tの0.3％以下に対して、QBタックは0。\n・付着度：PKR-Tの2/3以上に対して、QBタックは2/3以上で同程度。・粒子の電荷：PKR-Tの陽（+）に対して、QBタックは陽（+）で同程度。\n蒸発残留分：PKRTの50％以上に対して、QBタックは51％で同程度。\n・蒸発残留物において、PKRTの針入度（25℃）（1/10㎜）60を超え150以下、軟化点55℃以上に対して、QBタックは16、64℃。・貯蔵安定度（24時間）：PKRTの1％以下に対して、QBタックは0％。\n・タイヤ付着率（60℃）：2.2％　・アスファルト付着率（5℃,分解促剤散布5分後）：0.6％。",null,null,"・油浸マーシャル安定度試験を実施し、安定度15.0ｋNを確認した。\n・油浸マーシャル残留強度試験（油浸48時間、油浸後室温乾燥24時間、30分水浸養生（60℃））を実施し、残留安定度81.7％を確認した。\n・曲げ試験を実施し、曲げひずみ4.6ｘ10⁻³であることを確認した。",null,null,"曲げ試験（-10℃）：破断ひずみ 14.7×10-3（舗装調査・試験法便覧による）\n繰返し曲げ試験（10℃）：破壊回数 700,000回（舗装調査・試験法便覧による）\nリフレクションクラック評価試験（試験条件：温度20℃、荷重100㎏、走行速度42回/分）：タイプBの走行回数約15,000回（自社試験）",null,null,"繰り返し曲げ試験（試験条件：5℃・500μm）：従来の密粒度アスファルト混合物の1,300回に対してエラスペーブは200万回を確認\nひび割れ貫通試験（試験条件：試験温度30±1℃、ウレタンゴム硬度5±1等）によるひび割れが貫通するまでの走行回数：従来の4,000回に対して24,000回を確認",null,null,"下層への遮水機能：加圧透水試験（舗装調査・試験法便覧B017T）を実施し自社基準値である透水係数1.0×10＾-7ｃｍ/ｓ以下を確認（自社試験）。\nPOSMAC-ST混合物の透水性能：現場透水試験を実施し、「排水性舗装技術指針（案）」における基準値1,000ml/15s以上に対して1,304ｍｌ/15ｓであることを確認（自社試験）\nすべり抵抗値（ＢＰＮ）：首都高速道路株式会社の出来形管理基準における基準値60以上に対して76であることを確認（自社試験）",null,null,"・リュエル流動性試験(200℃)：従来のグースアスファルトの3～20秒（舗装施工便覧目標値）に対して11.3秒を確認した\n・貫入試験(40℃)：従来のグースアスファルトの1～6mm（舗装施工便覧目標値（基層））に対して2.0㎜を確認した\n・曲げ試験(10℃)：従来グースアスファルトの破断ひずみ8.0×10＾3以上に対して10.88×10＾3を確認した\n・臭気測定試験：従来グースアスファルト1,320に対して、臭気レベル（ピーク値）546を確認した",null,null,"締固め度：製造後5時間経過、締固め温度110℃の条件で施工した場合でも、締固め度は99％以上を確認。\nひび割れ抵抗性：アシストファルト混合物（製造後5時間経過後、110℃）、改質Ⅱ型混合物（製造後１時間後）を曲げ試験（-10℃）により同等を確認。\n曲げ試験結果：曲げ強度は、アシストファルト混合物11.6MPa,改質Ⅱ型混合物11.7MPa、　曲げひずみは、アシストファルト混合物3.6mm/mm,改質Ⅱ型混合物3.6mm/mm",null,null,"路盤の塑性変形抵抗性：ホイールトラッキング試験における変形量の自社設定は開始1分後に3mm以下に対して、従来技術（PK-P）12.05mm、プライムファインは0.44mm。\nアスファルトの硬さ：針入度は従来技術（PK-P）100～300に対して、プライムファインは52。粗骨材との付着性：はく離面積率の自社設定値5％以下に対して、従来技術（PK-P）70％、プライムファインは0％。\n揮発性有機化合物排出量：蒸留油分360℃までの自社設定値1％以下に対して、従来技術（PKP）15％以下、プライムファインは0％。\n路盤への浸透性：浸透性の自社設定値100秒以下に対して、従来技術（PKP）300秒以下、プライムファインは50秒。\nタイヤへの付着抑制：タイヤ付着率（50℃）の自社設定値10％以下に対して、従来技術（PKP）68％、プライムファインは0％。",null,null,"-",null,null,"バインダの劣化特性：DSR試験における損失弾性率（G*sinδ、25℃）の自社設定値0.4MPa以下に対して、改質Ⅱ型が1.81Mpa、FRバインダーは0.20MPa。\n混合物のたわみ性：曲げ試験における曲げひずみの自社設定値8.0×10-3以上に対して、改質Ⅱ型が4.2×10-3程度、FRバインダーは8.1×10-3以上。\nひび割れ抵抗性：ひび割れ貫通試験（試験温度20℃）におけるひび割れが貫通するまでの時間の自社設定値3000分以上に対して、改質Ⅱ型が1150分、FRバインダーは6000分以上。",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／"]
[null,"⑯","実施している性能評価試験",null,null,"バインダー物性確認試験、混合物特性確認試験等（舗装調査・試験法便覧による）",null,null,"ホイールトラッキング試験、混合物の繰り返し曲げ試験、フラース脆化点試験、クラック貫通試験等（舗装調査・試験法便覧、自社試験による）",null,null,"ホイールトラッキング試験等（舗装調査・試験法便覧、施工実績による）",null,null,"マーシャル安定度試験、ホイールトラッキング試験、ラべリング試験等（舗装調査・試験法便覧等による）",null,null,"ホイールトラッキング試験、振子式スキッドレジスタンステスターおよびDFテスターによる測定、ラベリング試験（舗装調査・試験法便覧による）",null,null,"マーシャル安定度試験、ホイールトラッキング試験、ラベリング試験（舗装調査・試験法便覧、試験施工による）",null,null,"マーシャル安定度試験、ホイールトラッキング試験（舗装調査・試験法便覧、社内試験による）",null,null,"ホイールトラッキング試験、すべり抵抗測定、現場透水試験（舗装調査・試験法便覧による）",null,null,"ホイールトラッキング試験、現場透水試験、室内加圧透水試験（舗装調査・試験法便覧による）",null,null,"マーシャル安定度試験、ホイールトラッキング試験（舗装調査・試験法便覧、試験施工による）",null,null,"マーシャル安定度試験、針入度試験、軟化点試験、透水係数試験、すべり抵抗の測定方法（舗装調査・試験法便覧、JISによる）",null,null,"針入度試験、軟化点試験、水浸ホイールトラッキング試験(骨材剥離、浸透状況、接着強度）（舗装調査・試験法便覧による）",null,null,"針入度試験、軟化点試験、水浸ホイールトラッキング試験(骨材剥離、浸透状況、接着強度）（舗装調査・試験法便覧による）",null,null,"エングラー度試験、付着度試験、蒸発残留分試験、蒸発残留物針入度試験等（舗装調査・試験法便覧による）、引張試験（日本アスファルト乳剤協会試験法による）",null,null,"エングラー度試験、付着度試験、蒸発残留分試験、蒸発残留物針入度試験等（舗装調査・試験法便覧による）、引張試験（日本アスファルト乳剤協会試験法による）",null,null,"付着度試験、蒸発残留物針入度試験、貯留安定度試験等（舗装調査・試験法便覧による）、引張試験（日本アスファルト乳剤協会試験法による）",null,null,"付着度試験、蒸発残留物針入度試験、貯留安定度試験等（舗装調査・試験法便覧による）、引張試験（日本アスファルト乳剤協会試験法による）",null,null,"エングラー度試験、付着度試験、蒸発残留分試験、蒸発残留物針入度試験等（舗装調査・試験法便覧による）、引張試験（日本アスファルト乳剤協会試験法による）",null,null,"エングラー度試験、付着度試験、蒸発残留分試験、蒸発残留物針入度試験等（舗装調査・試験法便覧による）、引張試験（日本アスファルト乳剤協会試験法による）",null,null,"圧裂試験、曲げ試験、水侵ホイールトラッキング試験、ラベリング試験、油浸マーシャル試験",null,null,"曲げ疲労試験、ひび割れ貫通試験、ひび割れ伝播速度、ホイールトラッキング試験",null,null,"混合物特性確認試験、水浸ホイールトラッキング試験",null,null,"混合物特性確認試験、水浸ホイールトラッキング試験",null,null,"エングラー度試験、ふるい残留分試験、付着度試験、粒子の電荷、蒸発残留分試験、蒸発残留物針入度・軟化点試験、貯蔵安定度試験、タイヤ付着率試験、アスファルト付着率試験",null,null,"エングラー度試験、ふるい残留分試験、付着度試験、粒子の電荷、蒸発残留分試験、蒸発残留物針入度・軟化点試験、貯蔵安定度試験、タイヤ付着率試験、アスファルト付着率試験",null,null,"曲げ試験、ホイールトラッキング試験、重荷重ホイールトラッキング試験、ラベリング試験、油浸マーシャル試験",null,null,"ホイールトラッキング試験（舗装調査・試験法便覧）、リフレクションクラック評価試験（自社試験）",null,null,"繰り返し曲げ試験、ひび割れ貫通試験、ホイールトラッキング試験",null,null,"ホイールトラッキング試験、すべり抵抗測定、現場透水試験（舗装調査・試験法便覧による）",null,null,"バインダー物性確認試験、混合物特性確認試験等",null,null,"舗装調査・試験法便覧に基づき、マーシャル安定度試験、ホイールトラッキング試験、曲げ試験を実施（全て自社試験）",null,null,"ホイールトラッキング試験、針入度試験 、剥離抵抗性試験、浸透性試験、タイヤ付着率試験（全て自社試験）",null,null,"舗装調査・試験法便覧に基づき、マーシャル安定度試験、ホイールトラッキング試験を実施（全て自社試験）",null,null,"バインダー物性確認試験、混合物特性確認試験等（舗装調査・試験法便覧による）",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／"]
[null,"⑰","施工実績\n（過去３年）",null,"国土交通省（活用効果調査表数）","26件（九州で6件）",null,null,"0件（九州で0件）",null,null,"10件（九州で1件）",null,null,"24件（九州で12件）",null,null,"10件（九州で4件）",null,null,"9件（九州で4件）",null,null,"26件（九州で1件）",null,null,"7件（九州で3件）",null,null,"25件（九州で10件）",null,null,"85件（九州で32件）",null,null,"47件（九州で29件）",null,null,"21件（九州で7件）",null,null,"21件（九州で7件）",null,null,"56件（九州で14件）",null,null,"56件（九州で14件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"209件（九州で33件）",null,null,"209件（九州で33件）",null,null,"0件（九州で0件）",null,null,"18件（九州で7件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"1件（九州で0件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／"]
[null,null,null,null,"地方自治体（開発者ヒアリング）","103件（九州で7件）",null,null,"8件（九州で0件）",null,null,"30件（九州で0件）",null,null,"0件（九州で0件）",null,null,"2件（九州で0件）",null,null,"2件（九州で0件）",null,null,"回答辞退",null,null,"廃盤",null,null,"55件（九州で0件）",null,null,"回答辞退",null,null,"2件（九州で0件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"1530件（九州で200件）",null,null,"1530件（九州で200件）",null,null,"未回答",null,null,"未回答",null,null,"１万件以上（九州で2500件程度件）",null,null,"１万件以上（九州で2500件程度件）",null,null,"1件（九州で0件）",null,null,"500件以上（九州で35件）",null,null,"39件（九州で2件）",null,null,"39件（九州で2件）",null,null,"26件（九州で24件）",null,null,"26件（九州で24件）",null,null,"12件（九州で0件）",null,null,"12件（九州で0件）",null,null,"7件（九州で0件）",null,null,"1件（九州で0件）",null,null,"3件（九州で3件）",null,null,"1件（九州で0件）",null,null,"9件（九州で0件）",null,null,"0件（九州で0件）",null,null,"24件（九州で8件）",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／"]
[null,null,null,null,"その他（開発者ヒアリング）","16件（九州で1件）",null,null,"4件（九州で1件）",null,null,"2件（九州で0件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"9件（九州で0件）",null,null,"回答辞退",null,null,"廃盤",null,null,"0件（九州で0件）",null,null,"回答辞退",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"0件（九州で0件）",null,null,"6件（九州で0件）",null,null,"6件（九州で0件）",null,null,"未回答",null,null,"未回答",null,null,"不明件（九州で100件程度）",null,null,"不明件（九州で100件程度）",null,null,"12件（九州で2件）",null,null,"-件（九州で1件）",null,null,"391件（九州で5件）",null,null,"391件（九州で5件）",null,null,"8件（九州で7件）",null,null,"8件（九州で7件）",null,null,"27件（九州で2件）",null,null,"3件（九州で0件）",null,null,"5件（九州で0件）",null,null,"0件（九州で0件）",null,null,"8件（九州で0件）",null,null,"0件（九州で0件）",null,null,"9件（九州で1件）",null,null,"106件（九州で10件）",null,null,"0件（九州で0件）",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／"]
[null,"⑱","特許等","特許",null,"第5574385号「舗装工法、舗装構造、及び舗装装置」、第5913753号「舗装工法、舗装構造、および舗装用縦溝形成器具」",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"第4537155号　舗装敷設作業車",null,null,"-",null,null,"第3471598号「試験舗装及び敷均機械」",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"第4580457号「アスファルト混合物」　第6215699号「舗装用バインダ」",null,null,"-",null,null,"第6828042号「道路舗装用アスファルト組成物」",null,null,"第6828042号「道路舗装用アスファルト組成物」",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／"]
[null,null,null,"建設技術審査証明",null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"道路保全技術センター　　0001号　　平成7年3月31日",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／"]
[null,"⑲","生産供給体制（機械保有台数等）",null,null,"技術提供可能な地域：九州全域、機械の保有台数：全国に９台（うち1台を当社熊本営業所にて保管）",null,null,"技術提供可能地域：全国（弊社プラントから供給可能な範囲）",null,null,"技術提供可能地域については制限なし",null,null,"技術提供可能地域については制限なし、自社アスファルト混合物が届く地域とする。",null,null,"全国（沖縄を除く）",null,null,"技術提供可能地域については制限なし(アスファルト混合物の届くエリアまで)アスファルト混合物の配合設計が必要",null,null,"回答辞退",null,null,"廃盤",null,null,"技術提供可能地域：全国",null,null,"回答辞退",null,null,"技術提供可能地域：全国",null,null,"全国可能（沖縄除く）",null,null,"全国可能（沖縄除く）",null,null,"福岡工場、熊本工場、大分工場、鹿児島工場より。散布可能車両計14台配備",null,null,"福岡工場、熊本工場、大分工場、鹿児島工場より。散布可能車両計14台配備",null,null,"未回答",null,null,"未回答",null,null,"全国対応可能（沖縄除く）",null,null,"全国対応可能（沖縄除く）",null,null,"・技術提供可能地域については制限なし（アスファルト合材、アスファルト混合物の届くエリアまで）",null,null,"拠点生産工場：北海道恵庭市、宮城県仙台市、栃木県下野市、千葉県千葉市、愛知県稲沢市、兵庫県姫路市、広島県東広島市、愛媛県伊予郡砥部町、大分県大分市（沖縄除く全国供給可能）",null,null,"技術提供可能地域：全国、生産供給体制：花王鹿島工場（茨城県神栖氏）生産",null,null,"技術提供可能地域：全国、生産供給体制：花王鹿島工場（茨城県神栖氏）生産",null,null,"技術提供可能地域：北海道は除く日本国内（専用ディストリビュータ：6台（沖縄県2台、熊本県1台、和歌山県1台、東京都2台））",null,null,"技術提供可能地域：北海道は除く日本国内（専用ディストリビュータ：6台（沖縄県2台、熊本県1台、和歌山県1台、東京都2台））",null,null,"技術提供可能地域に制限なし、自社アスファルト合材が届く地域とする。",null,null,"九州内：福岡県、大分県、長崎県、熊本県、宮崎県九州外：山形県、新潟県、長野県、山梨県、石川県、奈良県、鳥取県、高知県を除く都道府県",null,null,"技術提供可能地域については制限なし(アスファルト混合物の届くエリアまで)アスファルト混合物の配合設計が必要",null,null,"乳剤散布装置付きアスファルトフィニッシャVogeleSUPER1800SprayJet：九州内0台、九州外2台（千葉県山武郡芝山町朝倉335東亜道路工業㈱機械センター）",null,null,"技術提供可能地域については制限なし(アスファルト混合物の届くエリアまで)アスファルト混合物の配合設計が必要",null,null,"技術提供可能地域については制限なし（アスファルト合材、アスファルト混合物の届くエリアまで）※沖縄地区を除く国内全域",null,null,"技術提供可能地域については制限なし",null,null,"技術提供可能地域については制限なし(アスファルト混合物の届くエリアまで)",null,null,"技術提供可能地域については制限なし（アスファルト合材、アスファルト混合物の届くエリアまで）",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／"]
[null,"⑳","備考",null,null,"・タックコートはＰＫＲ－Ｔを使用。　・専用アスファルトフィニッシャの運搬費が別途必要。\n・供用6年経過後において、健全な状態を維持している施工事例がある。\n・補修については切削オーバーレイ等での対応となる。\n・性能の自社基準については、舗装設計施工指針、北海道開発局道路河川工事仕様書等における、SMA舗装、排水性舗装が参考とされている。",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"・デュアルアスファルトペーブメント工法：2種類のアスファルト混合物を上下2層で同時に敷きならす工法。\n・マルチレーンペーブメント工法：2種類のアスファルト混合物を帯状で同時に敷きならす工法。\n（マルチレーンペーブメント工法は、施工していない。）",null,null,"開発者にヒアリングの結果、「表面処理工法」は、現在実施されていないため、本工法比較表では対象外とする。",null,null,"開発者にヒアリングの結果、「表面処理工法」は、現在実施されていないため、本工法比較表では対象外とする。",null,null,"-",null,null,"-",null,null,"材料製造工場は、広島県と栃木県のみ。\n福岡県、熊本県への材料提供は、少量の場合、コスト高となるため、提供が困難となる。",null,null,"材料製造工場は、広島県と栃木県のみ。\n福岡県、熊本県への材料提供は、少量の場合、コスト高となるため、提供が困難となる。",null,null,"-",null,null,"-",null,null,"・注意事項：施工規模（製造数量）により単価は異なる。また、添加材投入に係る投入手間等の製造費用はプラントにより大きく異なることがある。",null,null,"・納期は受注生産とし、納入までに1週間程度必要となる。最小出荷単位は3t程度。",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"混合所の所在地：北海道札幌市、宮城県仙台市、秋田県秋田市、栃木県佐野市、福島県南相馬市、神奈川県横浜市、東京都西多摩郡、奈良県大和郡山市、熊本県菊池郡等",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"-",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／"]
["総括","㉑","耐久性等",null,null,"・［新技術の特徴］：混合物一層で表面付近は排水性機能、下層部は防水性機能を持つ縦溝粗面型ﾊｲﾌﾞﾘｯﾄﾞ舗装（補完情報より）。\n・［耐久性］：ホイールトラッキング試験等を実施し、動的安定度が自社基準値の6,000回/mm以上となることを確認している。また透水係数が1.0×10^-7cm/s以下（砕石マスチック舗装相当）となることを確認している（NETIS情報、補完情報より）。\n・［骨材飛散抑制機能］：低温カンタブロ損失率が自社基準値の12％以下となることを確認している（NETIS情報、補完情報より）。\n・［排水機能］：現場透水試験を実施し、浸透水量が800ml/15s以上（空隙率17％の排水性舗装相当）となることを確認している（NETIS情報、補完情報より）。\n・［凍結抑制機能］：凍結防止剤の効果が、一般舗装路面に対して長く持続することを確認している（NETIS情報より）。\n・［すべり止め機能］：すべり抵抗値（BPN）が自社基準値の60以上（排水性舗装相当）となることを確認している（NETIS情報、補完情報より）。",null,null,"・［新技術の特徴］：低温時や高速変形時においても優れた応力緩和性とたわみ性を有し、ひび割れの発生抑制効果により品質向上が図れる。供用高温時においても優れた安定性を有し、重交通道路でも対応可能な耐流動の向上が図れる（NETIS情報、補完情報より）。\n・［耐久性］：クラック貫通試験等を実施し、リフレクションクラック抑制効果、疲労抵抗性はポリマー改質アスファルトⅡ型よりも優れていることを確認している（NETIS情報より）。",null,null,"・［新技術の特徴］：舗装面にグルービングを施し、そのグルービング溝にゴムチップ、凍結防止剤、ウレタン樹脂を主材料とした凍結抑制材を充填した凍結抑制舗装である（補完情報より）。\n・［凍結抑制機能］：ザペック工法タイプＧは、凍結路面がシャーベット状に融解することを確認（ＮＥＴＩＳ情報より）。\n・［耐久性］：動的安定度、すべり抵抗等について試験を実施し、従来技術（密粒度Ａｓ）と同等である事を確認している（ＮＥＴＩＳ情報より）。",null,null,"・［新技術の特徴］：ギャップ粒度の特性と改質アスファルトの使用、繊維質強化材の添加により、防水性やたわみ性の他に耐流動性、耐摩耗性、すべり抵抗性、リフレクションクラック抑制効果等の機能が付加されることで、品質が向上する（NETIS情報より）。\n・[耐久性]：表層用:耐流動性と耐摩耗性に優れているため、寒冷地や重交通路線に適用される。\n薄層用:リフレクションクラック抑制として、ひび割れ発生部に最大粒径5mmのエス・ティ・マスチック舗装を2～3cmの薄層で施工することにより、舗装の延命を図る（NETIS情報より）。",null,null,"・［新技術の特徴］：ゴム粒子が舗装体内にも混入されており、除雪等により舗装表面が削られてもゴム粒子が存在するため、凍結抑制効果が持続する（補完情報より）。\n・［流動抵抗性・すべり抵抗性・摩擦抵抗性］：ホイールトラッキング試験、振子式スキッドレジスタンステスターおよびDFテスターによる測定、ラベリング試験等により積雪寒冷地の一般的な表層用混合物と同等もしくはそれ以上であることを確認している\n・［雪氷路面における路面露出率］：路面凍結状況を観察し、積雪寒冷地の一般的な表層用混合物より優れている事を確認している。（NETIS情報より）。",null,null,"・［新技術の特徴］：最大粒径が25㎜を超える大きな粗骨材を用いたアスファルト混合物である。大きな骨材のかみ合わせ効果によって荷重を支え、変形抵抗性に優れる。また、１層あたりの敷きならし厚さを従来より厚くできるため、急速打換え時のシックリフト工法として適用されることも多くある（補完情報より）。\n・［耐流動性］：ホイールトラッキング試験により耐流動性は、目標値以上である事を確認（ＮＥＴＩＳ情報より）。\n・［耐摩耗性］：ラベリング試験により耐摩耗性は、従来技術と同等である事を確認（ヒアリングより）。",null,null,"・［新技術の特徴］：化石燃料の使用量低減によりCO2排出量を削減する。また混合物温度が低下しても通常と同等の作業性があるため、舗設可能な時間や運搬可能な距離が伸長する（補完情報より）。\n・［耐流動性｝：ホイールトラッキング試験（動的安定度）により一般的な表層用混合物と同等であることを確認している（ＮＥＴＩＳ情報より）。",null,null,"・［新技術の特徴］：表層の薄層化（標準厚25㎜）により材料費を削減した排水性舗装である。接着性に優れる高濃度改質乳剤と乳剤散布装置付きアスファルトフィニッシャの開発により、耐久性のある薄層排水性舗装が可能となった（補完情報より）。\n・［耐流動性、すべり抵抗性、現場透水性］：ホイールトラッキング試験等を実施し、社内管理値は満足していることを確認している（ＮＥＴＩＳ情報より）｡",null,null,"・［新技術の特徴］：①遮水性能：高濃度改質アスファルト乳剤の多量散布により、排水性舗装の下面に遮水層を形成し、基層の脆弱化を遅延する\n②付着性能：通常のゴム入り乳剤（PKR-T）と比較し、引張強度および付着エネルギーに優れる\n③排水性能：通常の排水性舗装と同等な排水機能を確保する\n・［耐流動性、透水能力］：ホイールトラッキング試験等を実施し、従来技術と同程度である事を確認している（ＮＥＴＩＳ情報より）。\n・［遮水性能］：室内加圧透水試験を実施し、従来技術より透水係数が少なくなる事を確認している。",null,null,"[新技術の特徴]：1層施工厚さが厚く効率よく舗設できることから、工程が少なく合理化、省力化が可能であり、施工時間が短縮されるため交通規制に伴う渋滞が緩和される（NETIS情報より）。\n[耐流動性]：ホイールトラッキング試験により、骨材の噛み合わせによる安定性が高く、高い動的安定度を示し、耐流動性が高いことを確認している（補完情報より）。",null,null,"[新技術の特徴]小粒径排水性アスファルト混合物(高耐久型)およびカラーアスファルト混合物など特にアスファルト混合物の単価が高い場合に適用すると経済性の効果が高い（補完情報より）。\n[耐久性]マーシャル安定度試験、すべり抵抗性試験を実施し、従来のポリマー改質アスファルトH型の標準的物性の基準を満足することを確認（NETIS情報より）。",null,null,"[新技術の特徴]改質アスファルト乳剤と骨材を専用機械で同時散布し薄層の応力緩和層を構築する。高い応力緩和性と遮水性を兼ね備えた工法で、リフレクションクラック抑制と基層の保護により、舗装の延命化が期待できる（補完情報より）。\n[耐久性]針入度、軟化点、タフネス、テナシティを実施し、従来のポリマー改質アスファルトⅡ型の標準的物性の基準を満足することを確認（NETIS情報より）。",null,null,"[新技術の特徴]改質アスファルト乳剤と骨材を専用機械で同時散布し薄層の応力緩和層を構築する。高い応力緩和性と遮水性を兼ね備えた工法で、リフレクションクラック抑制と基層の保護により、舗装の延命化が期待できる（補完情報より）。\n[耐久性]針入度、軟化点、タフネスを実施し、従来のポリマー改質アスファルトH型の標準的物性の基準を満足することを確認（NETIS情報より）。",null,null,"［新技術の特徴］：①改質アスファルト乳剤と分解促進剤を同時散布することで改質アスファルトの分解時間を大幅に短縮。\n②改質アスファルト乳剤は日本アスファルト乳剤協会が定めたタイヤ付着抑制型アスファルト乳剤規格を満足する性状を有する。\n③中性の分解促進剤を用いるので作業面や環境面に対して十分な安全性を確保する。（補完情報、NETIS申請情報より）。\n［耐久性］：引張試験を実施し、層間接着性能（引張接着強度）は、1.2MPa（20℃）～2.0MPa（5℃）であり、タイヤ付着抑制型乳剤（PKM-T）の基準値（1.0MPa以上）以上となることを確認している（NETIS情報より）。",null,null,"［新技術の特徴］：①改質アスファルト乳剤と分解促進剤を同時散布することで改質アスファルトの分解時間を大幅に短縮。\n②改質アスファルト乳剤は日本アスファルト乳剤協会が定めたタイヤ付着抑制型アスファルト乳剤規格を満足する性状を有する。\n③中性の分解促進剤を用いるので作業面や環境面に対して十分な安全性を確保する。（補完情報、NETIS申請情報より）。\n［耐久性］：引張試験を実施し、層間接着性能（引張接着強度）は、1.2MPa（20℃）～2.0MPa（5℃）であり、タイヤ付着抑制型乳剤（PKM-T）の基準値（1.0MPa以上）以上となることを確認している（NETIS情報より）。",null,null,"［新技術の特徴］：・タックコート施工後に施工車両のタイヤへの付着を抑制し、層間接着を向上させた浸透用改質アスファルト乳剤。\n・分解後は施工車両のタイヤへの付着を抑制し、周辺道路を汚さない。\n・散布したアスファルト乳剤は、剥がれにくいため均一な接着が確保される（補完情報、NETIS申請情報より）。\n［耐久性］：引張試験を実施し、層間接着性能（引張接着強度）は、1.93MPa（20℃）であり、タイヤ付着抑制型乳剤（PKM-T）の基準値（1.0MPa以上）以上となることを確認している（NETIS情報より）。",null,null,"［新技術の特徴］：・タックコート施工後に施工車両のタイヤへの付着を抑制し、層間接着を向上させた浸透用改質アスファルト乳剤。\n・分解後は施工車両のタイヤへの付着を抑制し、周辺道路を汚さない。\n・散布したアスファルト乳剤は、剥がれにくいため均一な接着が確保される（補完情報、NETIS申請情報より）。\n［耐久性］：引張試験を実施し、層間接着性能（引張接着強度）は、1.93MPa（20℃）であり、タイヤ付着抑制型乳剤（PKM-T）の基準値（1.0MPa以上）以上となることを確認している（NETIS情報より）。",null,null,"・［新技術の特徴］：・季節に関係なく５分以内に養生が完了する即分解型のアスファルト乳剤。\n・冬期の現場、交差点や車両の乗り入れ出入りの絡む現場においても、アスファルト乳剤散布後直ぐに養生なしで車両を通行させることが可能（補完情報より）。\n・［耐久性］：引張試験を実施し、層間接着性能（引張接着強度）は、1.72N/㎟であり、タイヤ付着抑制型乳剤（PKM-T）と同等であることを確認（NETIS情報より）。",null,null,"・［新技術の特徴］：・季節に関係なく５分以内に養生が完了する即分解型のアスファルト乳剤。\n・冬期の現場、交差点や車両の乗り入れ出入りの絡む現場においても、アスファルト乳剤散布後直ぐに養生なしで車両を通行させることが可能（補完情報より）。\n・［耐久性］：引張試験を実施し、層間接着性能（引張接着強度）は、1.3N/㎟であり、タイヤ付着抑制型乳剤（PKM-T）と同等であることを確認（NETIS情報より）。",null,null,"・［新技術の特徴］本技術は、耐久性・耐油性に優れたハイブリッド型アスファルト舗装である。バインダーは、柔軟性のあるポリマー改質アスファルト（HS主材）と剛性のある特殊な熱可塑性樹脂（HS添加材）を組み合わせたハイブリッド改質アスファルトを使用する（補完情報より）。\n\n・油浸マーシャル安定度試験を実施し、ポリマー改質アスファルトⅡ型の残留強度率56.4％に対して、90.5％であることを確認している（補完情報より）。",null,null,"本技術は、ひび割れ抵抗性が高く、ひび割れ伝播速度が遅いため、長期に渡りひび割れを抑制し、補修回数が縮減され舗装の長寿命化が図れる。また、補修回数を削減できるため、周辺住民や環境への負荷を削減できる（補完情報より）。\n・疲労抵抗性試験を実施し、ひずみ400μの条件でシナヤカファルトを使用した混合物の疲労破壊回数は、改質Ⅱ型混合物の約200倍を確認した（補完情報より）。\n・ひび割れ貫通抵抗性試験を実施し、改質Ⅱ型混合物のひび割れ貫通時間732分に対して、シナヤカファルト混合物4710分を確認した（補完情報より）。\n・ホイールトラッキング試験を実施し、改質Ⅱ型混合物の動的安定度6,000回/mmに対して、シナヤカ混合物7,000回/mmを確認した（補完情報より）。",null,null,"・［新技術の特徴］：ニュートラックは、粉末化された回収PETが花王独自の変性技術・配合技術によって、新たな素材として生まれ変わったアスファルト改質剤である。社会問題の１つである廃棄PETを道路舗装の資源として再利用することで、環境保全に繋がるとともに、「さらなる耐久性」も付与でき、環境に配慮した道路舗装が可能になる。アスファルトの耐久性を高めることで、ヒトに対しての舗装安全性向上と環境に対しての負荷低減を両立した（補完情報より）。 \n・［耐久性］：水浸ホイールトラッキング試験の供試験最終変形量より、マイクロプラスチック発生量が、改質Ⅱ型の78ｋｇ/100ｍ2に対して、ニュートラック併用は13ｋｇ/100ｍ2が推測されており、骨材と強固に接着し、摩耗アスファルトが低減されていることを確認している（補完情報より）。",null,null,"・［新技術の特徴］：ニュートラックは、粉末化された回収PETが花王独自の変性技術・配合技術によって、新たな素材として生まれ変わったアスファルト改質剤である。社会問題の１つである廃棄PETを道路舗装の資源として再利用することで、環境保全に繋がるとともに、「さらなる耐久性」も付与でき、環境に配慮した道路舗装が可能になる。アスファルトの耐久性を高めることで、ヒトに対しての舗装安全性向上と環境に対しての負荷低減を両立した（補完情報より）。 \n・［耐久性］：水浸ホイールトラッキング試験の供試験最終変形量より、マイクロプラスチック発生量が、改質Ⅱ型の78ｋｇ/100ｍ2に対して、ニュートラック併用は13ｋｇ/100ｍ2が推測されており、骨材と強固に接着し、摩耗アスファルトが低減されていることを確認している（補完情報より）。",null,null,"・［新技術の特徴］：アスファルト乳剤のみの散布からアスファルト乳剤と分解促進剤の同時散布することにより、路面温度5℃の条件において5分以内の分解が可能（タイヤ付着率0.2％）となる（NETIS情報より）。\n・［耐久性］：引張試験を実施し、層間接着性能（引張接着強度）は、1.35MPaであり、タイヤ付着抑制型乳剤（PKM-T1.2～1.4MPa）と同等であることを確認（NETIS情報より）。",null,null,"・［新技術の特徴］：アスファルト乳剤のみの散布からアスファルト乳剤と分解促進剤の同時散布することにより、路面温度5℃の条件において5分以内の分解が可能（タイヤ付着率0.2％）となる（NETIS情報より）。\n・［耐久性］：引張試験を実施し、層間接着性能（引張接着強度）は、1.35MPaであり、タイヤ付着抑制型乳剤（PKM-T1.2～1.4MPa）と同等であることを確認（NETIS情報より）。",null,null,"・［新技術の特徴］：アスファルト混合物に専用添加剤を添加することにより、骨材間の結合力を改善することで、わだち掘れの発生を抑制する（補完情報より）。\n・［耐流動性］：ホイールトラッキング試験を実施し、ポリマー改質アスファルトⅡ型混合物の動的安定度6,000回/mmに対して、ストロングファルト21,000回/mmを確認している（補完情報より）。\n・[耐油性]：油浸マーシャル安定度試験を実施し、ポリマー改質アスファルトⅡ型混合物の残留強度率52.9％に対して、81.7％であることを確認している（補完情報より）。\n・[たわみ追従性]：曲げ試験を実施し、ポリマー改質アスファルトⅡ型混合物の曲げひずみ3.1ｘ10⁻³に対して、4.6ｘ10⁻³であり同等以上であることを確認している（補完情報より）。",null,null,"・［新技術の特徴］：舗装の老朽化により、路面に荒れや軽微なひび割れが発生している箇所、路面が摩耗して滑りやすくなっている箇所を経済的にリフレッシュできるとともに、リフレクションクラック抑制効果が高く、既設舗装への雨水の浸透を抑制できるため、舗装の延命化が図れる（補完情報より）。\n・ホイールトラッキング試験、リフレクションクラック評価試験を実施し、密粒度アスファルト混合物の目標値を満足している（補完情報より）。",null,null,"・［新技術の特徴］本工法は、特殊弾力性アスファルトを用いて、混合物のたわみ性を向上させることにより、リフレクションクラックの抑制効果を高めたアスファルト舗装であり、長寿命化及びライフサイクルコストの低減が期待できる（補完情報より）。\n・繰り返し曲げ試験を実施し、従来技術の1000倍以上の繰り返し曲げ疲労抵抗性を有していることを確認（補完情報より）。\n・ひび割れ貫通抵抗性試験を実施し、従来技術の6倍のひび割れ抵抗性を有していることを確認（補完情報より）。\n・ホイールトラッキング試験を実施し、動的安定度（DS）は交通量区分N7の基準値（舗装設計施工指針）である3,000回/ｍｍ以上を満足している（補完情報より）。",null,null,"・［新技術の特徴］：路面のサービスレベルが低下した既設舗装（診断区分Ⅰ・Ⅱ）について、開粒度アスファルト混合物を敷き均すことで、路面排水機能と既設舗装の保護を両立し、走行安全性の向上を図る技術である（NETIS情報より）。\n・［耐流動性］：ホイールトラッキング試験を実施し、動的安定度（DS）3,000回/ｍｍ以上を確認している（補完情報より）。\n・［排水機能］：現場透水試験を実施し、自社基準である1,000ml/15s以上であることを確認している（補完情報より）。\n・［下層への遮水機能］：加圧透水試験（舗装調査・試験法便覧B017T）を実施し、自社基準値である透水係数1.0×10＾-7ｃｍ/ｓ以下を確認している（補完情報より）。",null,null,"・［新技術の特徴］：本技術は、ポリマー改質アスファルトを使用したグースアスファルト舗装であり、従来のグースアスファルトに加えるトリニタッドレイクアスファルトを使用しないため、耐流動性、曲げ疲労抵抗性が向上する（NETIS情報より）。\n・［耐久性］：ホイールトラッキング試験を実施し、自社基準の規格値であるグースアスファルトの1000回/ｍｍ以上を満足している。曲げ試験を実施し、自社基準の規格値であるグースアスファルトの破断ひずみ8.0×10＾-3以上を満足している（補完情報より）。",null,null,"・バインダー物性は舗装設計施工指針(平成18年版) ,NEXCO舗装施工管理要領(一般用)に適合している（補完情報より）。\n・混合物物性は、舗装調査・試験法便覧に基づきマーシャル安定度試験、ホイールトラッキング試験を実施し基準を満足している（補完情報より）。\n・締固め度、ひび割れ抵抗性は、舗装調査・試験法便覧に基づき曲げ試験を実施し基準を満足している（補完情報より）。",null,null,"・ホイールトラッキング試験、針入度試験 、剥離抵抗性試験、浸透性試験、タイヤ付着率試験を自社で実施し、従来技術より向上していることを確認（WGからのコメント）。",null,null,"・バインダー物性は、従来技術と同様の材料となるため提出なし。\n・混合物物性は、舗装調査・試験法便覧に基づきマーシャル安定度試験、ホイールトラッキング試験を実施し基準を満足している（補完情報より）。",null,null,"・バインダー物性は舗装設計施工指針(平成18年版) ,社内規格に適合している（補完情報より）。\n・混合物物性は、舗装調査・試験法便覧に基づきマーシャル安定度試験、ホイールトラッキング試験を実施し基準を満足している（補完情報より）。\n・バインダーの劣化特性、曲げ強度、ひび割れ抵抗性は、舗装調査・試験法便覧に基づき曲げ試験を実施し基準を満足している（補完情報より）。",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／"]
[null,"㉒","施工性\n(留意事項含む）",null,null,"・縦溝を形成するために必要な混合物の敷均しには、FFP専用アスファルトフィニッシャを使用するため、通常のアスファルト舗装と施工方法は異なる（補完情報より）。",null,null,"・施工は通常のアスファルト舗装と同様である（NETIS情報より）。\n・冬期、夜間等は特に合材の舗設温度に留意すること（NETIS情報より）。",null,null,"・凍結抑制材充填時に、グルービング溝に汚れや水分があると凍結抑制材が早期に飛散するため、汚れや水分は十分に除去する必要がある（ＮＥＴＩＳ情報より）。\n・施工時の気温は、プライマ ー、ウレタン樹脂の硬化のため、5℃以上とする（ＮＥＴＩＳ情報より）。",null,null,"・粗骨材が 多い配合であるため、現場での施工において敷均し時の材料分離や締固め不足にならないように管理する（NETIS情報より）。\n・床版 防水の場合、振動ローラ、水平振動ローラ、中温化技術の仕様とする（NETIS情報より）。\n・薄層(2cm程度)での施工では、温度低下が早く、締固めが困難となる恐れがあることに留意する（NETIS情報より）。\n・締固め時、タイヤローラはできるだけ高い温度で開始するのが好ましいが、タイヤへ混合物が付着 しやすくなるので留意が必要となる。(この場合、専用のタイヤ加熱装置を使用する場合がある)（NETIS情報より）。",null,null,"・機械施工を原則とし、転圧は振動ローラを使用する。施工直後の雨天時におけるすべり抵抗性を確保する ため、舗設時において、舗設表面に硬質骨材を散布・定着する（NETIS情報より）。",null,null,"・厚層施工のため平坦性の確保が難しい場合があるので、施工機械及び施工方法に留意する（ＮＥＴＩＳ情報より）。\n・時間当たりの製造量は従来の瀝青安定処理混合物に比べて60%程度まで落ちる（ＮＥＴＩＳ情報より）。",null,null,"・温度低下に伴う施工性の低下が緩やかなため、作業性が向上する（混合物の温度低下が懸念される寒冷期やアスファルトプラントから遠隔地の工事等に適用）（ＮＥＴＩＳ情報、補完情報より）。\n",null,null,"・高濃度改質アスファルト乳剤は、ワーカビリティを良くするとともに分解を速めるため、約70℃に加熱して散布する（ＮＥＴＩＳ情報より）。",null,null,"・乳剤散布装置付アスファルトフイニッシャーが全国で10台（九州管内は常駐なし）なので、事前の工程調整は密に行う必要がある（評価情報より）。",null,null,"・敷きならしは、舗装厚が20cm以下の場合はTV併用型アスファルトフィニッシャを使用し、舗装厚が20cmを超える場合は高締固め型アスファルトフィニッシャを使用する（NTEIS情報より）。\n・混合物の出荷温度を約30℃低下させても、作業性、耐久性に問題がない。",null,null,"・施工方法は、通常のアスファルト舗装とほぼ同一（NETI情報より）。\n・機械の特性上、最小の施工幅員は2.5mである（NEIS情報より）。\n・安定処理路盤もしくは基層上に施工し、外気温が5℃以下の場合には特別な対策が必要（NETIS情報より）。\n・専用アスファルトフィニッシャが全国で10台（九州管内は常駐なし）なので、施工にあたっては調整が必要（補完情報より）。",null,null,"・特に降雨時や1日の最低気温が5℃以下および路面温度が10℃以下は施工を避ける（NETIS情報より）。\n・表層工はSAMI工法施工又は遮水工法当日に必ず施工する（NETIS情報より）。\n・骨材とアスファルト乳剤の同時散布型フィニッシャーの開発により、1パス施工による信頼性の高いチップシール工法を可能とした（NETIS情報より）。",null,null,"・特に降雨時や1日の最低気温が5℃以下および路面温度が10℃以下は施工を避ける（NETIS情報より）。\n・表層工はSAMI工法施工又は遮水工法当日に必ず施工する（NETIS情報より）。\n・骨材とアスファルト乳剤の同時散布型フィニッシャーの開発により、1パス施工による信頼性の高いチップシール工法を可能とした（NETIS情報より）。",null,null,"・雨天時や降雨が予想される場合、施工を避ける。　・路面の清掃を十分行う。\n・切削時に使用した水は極力散布する路面に残らないようにする。\n・アスファルト乳剤は気象条件等に応じて常温～70℃で、分解剤は常温～60℃で散布する。\n・指触によって乳剤が分解していることを確認してから車両を乗り入れる。（NETIS情報より）。",null,null,"・雨天時や降雨が予想される場合、施工を避ける。　・路面の清掃を十分行う。\n・切削時に使用した水は極力散布する路面に残らないようにする。\n・アスファルト乳剤は気象条件等に応じて常温～70℃で、分解剤は常温～60℃で散布する。\n・指触によって乳剤が分解していることを確認してから車両を乗り入れる。（NETIS情報より）。",null,null,"・降雨、降雪時は施工不可（NETIS情報より）。\n・ディストリビュータによる施工を基本としているため、狭隘部では施工できない場合がある（NETIS情報より）。\n・タンク内以外で乳剤を貯蔵する際は、20～30℃の場所で保管する（NETIS情報より）。\n・乳剤散布後10～15分目安で指触により乳剤の分解を確認し、乳剤が完全に分解するまでは車両を走行させない（NETIS情報より）。",null,null,"・降雨、降雪時は施工不可（NETIS情報より）。\n・ディストリビュータによる施工を基本としているため、狭隘部では施工できない場合がある（NETIS情報より）。\n・タンク内以外で乳剤を貯蔵する際は、20～30℃の場所で保管する（NETIS情報より）。\n・乳剤散布後10～15分目安で指触により乳剤の分解を確認し、乳剤が完全に分解するまでは車両を走行させない（NETIS情報より）。",null,null,"・路面に塵埃が残らないように、十分に清掃する（NETIS情報より）。\n・路面が濡れている場合は乾燥する（NETIS情報より）。\n・乳剤は使用時には70℃以上85℃以下の範囲で加温する（NETIS情報より）。",null,null,"・路面に塵埃が残らないように、十分に清掃する（NETIS情報より）。\n・路面が濡れている場合は乾燥する（NETIS情報より）。\n・乳剤は使用時には70℃以上85℃以下の範囲で加温する（NETIS情報より）。",null,null,"・一般的なアスファルト舗装工と同様の施工機械、手順で施工可能である（NETIS情報より）。",null,null,"・一層当たりの施工厚は、4㎝以上（4㎝～7㎝）を標準とする（補完情報より）。\n・施工時の温度管理は、敷均し、初転圧、二次転圧の工程ごとに行うこと（補完情報より）。",null,null,"・アスファルト合材プラントでプラントミックスを行う場合、骨材表面をアスファルトで被覆させ、その後ニュートラックを添加する方法を推奨（NETIS情報より）。\n・施工後は路面温度が50℃以下になるまで養生を行う（NETIS情報より）。\n・一般的なアスファルト舗装工と同様の施工方法で行う（NETIS情報より）。",null,null,"・アスファルト合材プラントでプラントミックスを行う場合、骨材表面をアスファルトで被覆させ、その後ニュートラックを添加する方法を推奨（NETIS情報より）。\n・施工後は路面温度が50℃以下になるまで養生を行う（NETIS情報より）。\n・一般的なアスファルト舗装工と同様の施工方法で行う（NETIS情報より）。",null,null,"・雨天時や降雨が予想される場合、施工を避けること。・路面の清掃を十分行うこと。・切削時に使用した水は極力散布する路面に残らないようにすること。・アスファルト乳剤は気象条件等に応じて常温～70℃で散布すること。・分解剤は気象条件等に応じて常温～60℃で散布すること（NETIS情報より）。\n・アスファルト乳剤のみの散布からアスファルト乳剤と分解促進剤の同時散布することにより、従来は分解時間90分を要するのに対して、本技術は5分で完了する（補完情報より）。",null,null,"・雨天時や降雨が予想される場合、施工を避けること。・路面の清掃を十分行うこと。・切削時に使用した水は極力散布する路面に残らないようにすること。・アスファルト乳剤は気象条件等に応じて常温～70℃で散布すること。・分解剤は気象条件等に応じて常温～60℃で散布すること（NETIS情報より）。\n・アスファルト乳剤のみの散布からアスファルト乳剤と分解促進剤の同時散布することにより、従来は分解時間90分を要するのに対して、本技術は5分で完了する（補完情報より）。",null,null,"・「わだち掘れ」対策として使用する場合は、表層だけではなく表層以下の層からの使用が良い（NETIS情報より）。",null,null,"・既設アスファルトの切削が不要若しくは必要最小限となり、施工性が向上する技術である。なお、アスファルト舗装は、同様の施工機械を使用するため、施工性は同等程度である（WGからのコメント）。\n・舗装路面に大きな凹凸がある場合は、レベリング等の事前処理が必要である（補完情報より）。",null,null,"・基層用加熱アスファルト混合物、再生アスファルト混合物への適用不可（補完情報より）。\n・既設舗装の沈下、路盤以下の支持力が不足している場合は、別途対策を実施する（補完情報より）。",null,null,"・既設アスファルトの切削が不要若しくは必要最小限となり、施工性が向上する技術である。なお、アスファルト舗装は、同様の施工機械を使用するため、施工性は同等程度である（WGからのコメント）。\n・アスファルトフィニッシャの都合により、幅員3.5m以上の箇所での施工が可能（補完情報より）。",null,null,"・雨天時は施工不可（補完情報より）。\n・スマートグースの製造・施工は、材料をアスファルトプラントで予備混合し、クッカ車で目標温度200℃で混練する。混練時間は30分以上とし、高温時（180～210℃）の流動性を利用し流し込む。ただし、クッカ車での混練時間が長くなる場合は品質が変化する場合があるため、製造後3時間以内で敷きならしを完了することを推奨している。混合物の運搬については、運搬中に混合物の温度が過度に高く（220℃を超える温度に）ならないように、温度管理に十分に留意する必要がある（補完情報より）。",null,null,"・従来技術と同様の機械編成、人員編成にて施工可能となる（補完情報より）。",null,null,"・雨天時、気温5℃以下では施工できない（補完情報より）。\n・路盤を仕上げた後、速やかに乳剤を所定量均一に散布して養生する（補完情報より）。\n・気温や路盤材の材質を考慮し、必要に応じて、乳剤散布後に砂を散布して養生する（補完情報より）。\n・乳剤散布後は、乳剤の分解硬化を確認してから上層を施工する（補完情報より）。",null,null,"・従来技術と同様の機械編成、人員編成にて施工可能となる（補完情報）。\n・混合物を通常温度で製造する場合と温度低減（中温化）して製造する場合の2パターンで使用することが可能である（補完情報より）。\n・中温化（製造温度の低減）で施工する場合は、施工温度（敷均し・転圧）も同様に低減し、敷均し温度は110℃以上、交通開放温度は50℃以下となる（補完情報より）。",null,null,"・従来技術と同様の機械編成、人員編成にて施工可能となる（NETIS情報より）。",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／",null,null,"／"]
[null,"㉓","その他（留意事項含む）",null,null,"・雨水等の排水は、表面から10㎜程度の空隙とグルービング状の縦溝とで行うため、通常の排水性舗装との排水方法とは異なる（NETIS情報より）。\n・凍結抑制舗装として適用する際は、凍結防止剤の散布を原則とする（NETIS情報より）。\n・舗装の構造設計は従来技術に準じるが、混合物の配合設計は、粒度範囲、空隙率等が異なるため独自のものとなる（補完情報より）。",null,null,"-",null,null,"・凍結抑制材は母体舗装の磨耗と共に消失していく。耐用年数は３～５年以上ある（ＮＥＴＩＳ情報より）。・既設路面での施工は供用6ヵ月後迄の既設路面で施工可（わだち掘れ量の少ない路面）（補完情報より）。",null,null,"・最大粒径 は13mmを基本とするが、2cm～3cmの薄層施工の場合は最大粒径を5mmとする（NETIS情報より）。",null,null,"・アスファルトプラントの製造能力は、通常混合物に比べ70%程度に低下する（NETIS情報より）。",null,null,"・舗装厚が厚く、施工後の舗装体の温度低下が緩慢なことから、特に夏季において交通規制時間に制約がある場合などは養生時間を十分にとり、初期わだち掘れ防止に留意する（ＮＥＴＩＳ情報より）。",null,null,"・早期開放が求められる交通規制工事、熱劣化による変色が懸念されるカラー舗装工事等に適用（補完情報より）。",null,null,"・既設構造物や周辺道路との高さのとりあいで、工事箇所の切削が必要か否かを確認する（ＮＥＴＩＳ情報より）。",null,null,"・既設舗装の構造的な破損が懸念される場合は、事前調査により、既設基層の構造的な支持力、既設基層の剥離抵抗性を確認する。（ＮＥＴＩＳ情報より）。",null,null,"・プラントの製造時、粗骨材使用量が多いため現行のフィーダーでは排出量に限界があり、生産能力が低下する（NEITS情報より）。",null,null,"・降雨および積雪時は施工できない（NETIS情報より）。\n・騒音低減効果の高い小粒径排水性アスファルト舗装を施工する場合、下層部を通常の排水性アスファルト舗装とすることで、通常のアスファルトフィニッシャでは施工が難しい騒音低減効果に優れた二層構造の排水性アスファルト舗装が構築できる（NETIS情報より）。",null,null,"・構造的破損の著しい箇所については別途検討が必要（NETIS情報より）。",null,null,"・構造的破損の著しい箇所については別途検討が必要（NETIS情報より）。",null,null,"・散布面温度が60℃を超えるような場合、タックファインSQの付着抑制機能が低下するので、特に、何層かのアスファルト混合物を同日に舗設する場合では、アスファルト混合物温度に留意する。（補完情報より）。\n・分解剤の散布量は、散布する路面の状況や外気温度などの条件で異なるが、改質アスファルト乳剤の散布量に対して概ね10％が標準となる（補完情報より）。",null,null,"・散布面温度が60℃を超えるような場合、タックファインSQの付着抑制機能が低下するので、特に、何層かのアスファルト混合物を同日に舗設する場合では、アスファルト混合物温度に留意する。（補完情報より）。\n・分解剤の散布量は、散布する路面の状況や外気温度などの条件で異なるが、改質アスファルト乳剤の散布量に対して概ね10％が標準となる（補完情報より）。",null,null,"・凍結凝固した乳剤は絶対に使用しない（NETIS情報より）。",null,null,"・凍結凝固した乳剤は絶対に使用しない（NETIS情報より）。",null,null,"・乳剤がすぐに分解するため、施工直後に降雨があった場合でも乳剤が周囲に流出しづらい（ＮＥＴＩＳ情報より）。",null,null,"・乳剤がすぐに分解するため、施工直後に降雨があった場合でも乳剤が周囲に流出しづらい（ＮＥＴＩＳ情報より）。",null,null,"・試験結果は自社試験によるものである（補完情報より）。\n・HS添加材は、バイオマスマーク認定を受けており、植物油を主原料とした安全で循環型社会の形成に貢献し、地球温暖化防止に役立つものである（NETIS情報より）。",null,null,"・施工機械は、一般的なアスファルト舗装工で使用するアスファルトフィニッシャー及びローラであり、これらを確保する駐機スペース100㎡程度必要である。また、作業員編成は一般的なアスファルト舗装工と同様で、特に熟練工を必要とするものではない（補完情報より）。」",null,null,"・半たわみ性舗装の代替品として開発した製品であるため、大型車の駐車場やストックヤードなどの重荷重が加わる箇所への効果が高い（補完情報より）。\n・たわみ追従性は、従来の改質アスファルトⅡ型と同等であり、鋼床版舗装等の大きなたわみが発生する個所や軟弱地盤等では、混合物が下層の変形に追従できない可能性があるため、適用性が低い（補完情報より）。\n・改質アスファルトⅡ型（アスファルトバインダー）に対して、ニュートラック20％前後の添加を推奨（補完情報より）。",null,null,"・半たわみ性舗装の代替品として開発した製品であるため、大型車の駐車場やストックヤードなどの重荷重が加わる箇所への効果が高い（補完情報より）。\n・たわみ追従性は、従来の改質アスファルトⅡ型と同等であり、鋼床版舗装等の大きなたわみが発生する個所や軟弱地盤等では、混合物が下層の変形に追従できない可能性があるため、適用性が低い（補完情報より）。\n・改質アスファルトⅡ型（アスファルトバインダー）に対して、ニュートラック20％前後の添加を推奨（補完情報より）。",null,null,"・専用ディストリビュータ（分解促進剤散布装置付）を用いての散布となるため、機械の調達等に留意すること（WGからのコメント）。",null,null,"・専用ディストリビュータ（分解促進剤散布装置付）を用いての散布となるため、機械の調達等に留意すること（WGからのコメント）。",null,null,"・新技術は、従来のアスファルト混合物の配合設計の方法と同様にマーシャル安定度試験にて配合を決定する（ＮＥＴＩＳ情報より）。\n・排水性舗装（開粒度アスファルト混合物）は、通常の密粒度系混合物よりも強度が低く、一般的には重交通路線の設計には使用されないため、高強度を求める場合には適用しない（ＮＥＴＩＳ情報より）。",null,null,"・従来技術に対し、切削作業が不要若しくは、必要最小限の施工量となるため、切削殻の運搬費、処分費についても現場条件を考慮した比較検討が必要である（WGからのコメント）。\n・既設舗装に滞留水箇所等の変状がある場合は、別途対策を講じる必要がある（WGからのコメント）。",null,null,"・試験結果は自社試験によるものである（補完情報より）。",null,null,"・従来技術に対し、切削作業が不要若しくは、必要最小限の施工量となるため、切削殻の運搬費、処分費についても現場条件を考慮した比較検討が必要である（WGからのコメント）。\n・既設舗装に滞留水箇所等の変状がある場合は、別途対策を講じる必要がある（WGからのコメント）。",null,null,"-",null,null,"・試験結果は自社試験によるものである（補完情報より）。\n・受注生産とし、納入までに1週間程度必要となる（補完情報より）。\n・施工現場が最寄りアスファルトプラントから遠く離れ、標準的なアスファルトによる施工が適さない条件において、活用の効果が期待される技術である（ＷＧからのコメント）。",null,null,"-",null,null,"・試験結果は自社試験によるものである（補完情報より）。\n・通常温度での製造は、寒冷期や長距離運搬時でも施工性・品質を確保しやすく、安定した締固めが可能である。一方、中温製造は、環境負荷の低減、臭気の軽減、早期交通開放などの利点があり、作業環境や周辺環境に配慮した施工に適している（WGからのコメント）。",null,null,"・舗装の設計（混合物の適用）については、使用方法が適切でないと混合物の弾性係数が小さいことから路床への負荷が大きく、従来のアスファルト混合物よりも寿命が短くなることがあるため、FRバインダーを用いた混合物を使用する場合は、経験的な設計方法のみで判断せず、舗装設計便覧に準じた理論的設計方法であるAI式（アメリカ・アスファルト協会）により構造設計を行い、所要の性能が確保できるか検討すること（補完情報より）。",null,null,"補完調査、WGでの検討は未実施",null,null,"補完調査、WGでの検討は未実施",null,null,"補完調査、WGでの検討は未実施",null,null,"補完調査、WGでの検討は未実施",null,null,"補完調査、WGでの検討は未実施",null,null,"補完調査、WGでの検討は未実施"]
[]
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[null,null,null,null,null,"検索用",null,null,"※技術名に仕様が追記されているので、調整すること"]
["QS","01",null,"VR",1,null,"KT-130010-VG","フル・ファンクション・ペーブ(FFP)",{"$f":"IF(LEN(G2)-LEN(SUBSTITUTE(G2,\"-\",\"\"))>=2,LEFT(G2,FIND(\"-\",G2,FIND(\"-\",G2)+1)-1),G2)","v":"KT-130010"}]
["QSK","01",null,"VE",1,null,"KT-180056-A","リラクスファルトHT舗装",{"$f":"IF(LEN(G3)-LEN(SUBSTITUTE(G3,\"-\",\"\"))>=2,LEFT(G3,FIND(\"-\",G3,FIND(\"-\",G3)+1)-1),G3)","v":"KT-180056"}]
["SK","02",null,"AE",1,null,"KT-990566-VG","凍結抑制舗装・ザペック工法タイプG","KT-990566"]
["SKK","02",null,"A",1,null,"KT-990564-VG","砕石マスチックアスファルト舗装","KT-990564"]
["CG","03",null,"VG",2,null,"KT-990006-VG","ルビット舗装","KT-990006"]
["CGK","03",null,null,null,null,"HR-990089-VG","大粒径アスファルト混合物","HR-990089"]
["KK","04",null,null,null,null,"CB-980017-VG","エコファイン","CB-980017"]
["KKK","04",null,null,null,null,"CB-980020-VG","セーフペーブ","CB-980020"]
["CB","05",null,null,null,null,"KT-040084-VG","遮水型排水性舗装(POSMAC)","KT-040084"]
["CBK","05",null,null,null,null,"CG-990019-VG","QRP工法(QUICK REPAIR PAVEMENT 急速舗装修繕工法)","CG-990019"]
["HR","06",null,null,null,null,"QS-980139-VG","マップ工法","QS-980139"]
["HRK","06",null,null,null,null,"CB-040033-VG","エマルテック工法","CB-040033"]
["KT","07",null,null,null,null,"KT-180007-VE","タックファインSQ工法","KT-180007"]
["KTK","07",null,null,null,null,"CG-150008-VE","よごさんゾル","CG-150008"]
["TH","08",null,null,null,null,"TH-140008-VG","分解促進型タックコート工法(スーパータックゾール工法)","TH-140008"]
["THK","08",null,null,null,null,"KTK-190001-A","HSアスコン舗装","KTK-190001"]
["HK","09",null,null,null,null,"QS-200025-VE","ひび割れ、わだち掘れに強い改質アスファルト【シナヤカファルト】","QS-200025"]
["HKK","09",null,null,null,null,"KT-210017-A","高耐久アスファルト用改質剤　ニュートラック","KT-210017"]
["TS",10,null,null,null,null,"KK-210073-A","分解促進型タックコート工法（QBタック）","KK-210073"]
[null,null,null,null,null,null,"KT-220083-A","ストロングファルト","KT-220083"]
[null,null,null,null,null,null,"KT-220239-A","スマートコート","KT-220239"]
[null,null,null,null,null,null,"KT-220246-A","エラスペーブ","KT-220246"]
[null,null,null,null,null,null,"KT-230020-A","開粒度薄層オーバーレイ工法「POSMAC-ST」","KT-230020"]
[null,null,null,null,null,null,"KT-230070-A","改質グースアスファルト混合物「スマートグース」","KT-230070"]
[null,null,null,null,null,null,"KT-230212-A","遠隔地に運搬可能なポリマー改質アスファルト「アシストファルト」","KT-230212"]
[null,null,null,null,null,null,"CB-240007-VE","「プライムファイン」高浸透性改質アスファルト乳剤（プライムコート用）","CB-240007"]
[null,null,null,null,null,null,"HK-240005-A","ECOフォームド","HK-240005"]
[null,null,null,null,null,null,"CB-240028-A","ひび割れ抵抗性に優れた高たわみ性改質アスファルト『FRバインダー』","CB-240028"]
[null,null,null,null,null,null,"CG-240018-A","エコ型常温路面舗装材","CG-240018"]
[null,null,null,null,null,null,"CB-250008-A","ひび割れ抵抗性および塑性変形抵抗性に優れた特殊弾性ポリマー改質アスファルト「パワーフィックス」","CB-250008"]
[null,null,null,null,null,null,"CB-250010-A","重荷重用特殊改質アスファルト「コンテナファルトS」","CB-250010"]
[null,null,null,null,null,null,"CB-250013-A","クラック抑制舗装「C・S・P」","CB-250013"]
[null,null,null,null,null,null,"CG-250009-A","高耐久型薄層オーバーレイ工法（クイックコート）","CG-250009"]
[null,null,null,null,null,null,"CB-250015-A","タフシャットRA","CB-250015"]

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[]
[null,"工法比較表データベース借用同意書"]
[]
[null,"業務名・工事名"]
[null,"会社名"]
[null,"氏名"]
[]
[]
[]
[null,"借用者は、工法比較法データベース（以下「DB」と称する）を九州技術事務所から借用する場合に際し、以下の事項を遵守することを同意いたします。 "]
[null,"（使用目的）","1).借用者は、DBを借用申請書に記載された業務・工事にのみ使用します。なお、DBのリバースエンジニアリング、配布及び公衆送信等はいかなる目的においても行いません。"]
[null,"（使用範囲)","2).DBの使用は、九州地方整備局管内の業務・工事における関係者に限定します。"]
[null,"（データの複製）","3).借用者は、九州技術事務所から借用したデータの複製は行いません。"]
[null,"（権利関係）","4).DB及びDBを利用したものに係わる権利は、いずれも借用者に帰属しないことを確認します。"]
[null,"（守秘義務）","5).借用者は、DBによって知り得た情報を他に漏らしません。"]
[null,"（免責事項）","6).借用者は、DBの使用によって損害及び紛争等が生じても、九州技術事務所が一切責任を負わないことに同意します。 "]
[null,"（同意内容の変更）","7).借用者は、この同意書の内容に変更が生じた場合、その変更が生じた日から２週間以内に九州技術事務所（qsr-kyugi-netis@ki.mlit.go.jp）へ報告します。"]
[null,"（利用実態調査の記入）","8).借用者は、利用実態調査を正確かつ誠実に記入し、利用期限内に提出することを同意します。"]
[null,"（協議事項）","9).借用者は、本同意書に定めのない事項及び本同意書に関して疑義が生じた事項に関しては、九州技術事務所（qsr-kyugi-netis@ki.mlit.go.jp）と協議します。  "]
[]
[]
[null,"同意"]