• International Journal of Highway Engineering
• /
• v.2 no.3
• /
• pp.155-165
• /
• 2000

Periodical evaluations of the airfield pavement are necessary to provide the ability for the existing pavement to support the increasing volume of air traffic. Also, the evaluation of the existing Pavement condition is necessary for the decision of the maintenance strategy. For this reason, airport pavements in Korea have been evaluated every five years currently. It was known, however, that the current pavement evaluation methodology was not logical and practical. The purpose of this study is to compare the current pavement evaluation method with design chart to the mechanistic approach used in other advanced countries. As a result of this study the mechanistic approach is found to be more logical than the current method.

• International Journal of Highway Engineering
• /
• v.6 no.3 s.21
• /
• pp.27-35
• /
• 2004

There are two methods in estimating the remaining life of in-service airfield concrete pavement. They are a method simply using the past accumulated traffic and a method using the theoretical mechanistic analysis. Since the former method is somewhat far from the actual condition, the latter method is widely used by most engineers and researchers. The most essential component of the latter method is the fatigue model of the concrete slab. A fatigue model for airfield concrete pavement is developed in this study by a series of fatigue tests using 30 concrete cylinder specimens obtained from a 10 year old in-service airfield concrete slab. Strengths for the stress ratio calculation were obtained from the split tensile test of the cores sliced. Fatigue test mode was repeated split tensile test. The R2 of developed fatigue model was 0.5. Specimens taken from another airport had been tested for validation of the model. The results showed a good fit to the model. It was also found that the fatigue life predicted from the model was a tittle greater when the stress ratio is greater than 80 percent than other fatigue models developed earlier in America.

• 한국방재학회:학술대회논문집
• /
• 2007.02a
• /
• pp.353-356
• /
• 2007

Asphalt pavements of the airport in service were monitored to construct new runway and taxiway and longitudinal cracks were found on the pavements. The sources of the longitudinal cracks were the low density which was caused by the longitudinal cold joint with asphalt Pavement constructions and the excessive loads of aircraft. Therefore, the echelon paving method using a 12m-wide screed finisher was used to eliminate longitudinal cracks. When the echelon paving is used, construction of the longitudinal joint is changed so that the compaction of the unconfined edge of the first lane is delayed until the second lane is placed. In conclusion, the use of this construction method results in the density of the longitudinal joint being equal to that of the adjacent mat.

• 한국도로학회:학술대회논문집
• /
• 2004.10a
• /
• pp.61-66
• /
• 2004

• 한국도로학회지:도로
• /
• v.8 no.2 s.28
• /
• pp.61-70
• /
• 2006

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.33 no.2
• /
• pp.729-737
• /
• 2013

The environmental load of concrete pavement can be categorized by temperature and moisture loads, which mean temperature distribution, and drying shrinkage and creep in the concrete slab. In this study, a method calculating the environmental load essential to mechanistic design of airport concrete pavement was developed. First, target area and design slab thickness were determined. And, the concrete temperature distribution with slab depth was predicted by a pavement temperature prediction program to calculate equivalent linear temperature difference. The concrete drying shrinkage was predicted by improving an existing model to calculate differential shrinkage equivalent linear temperature difference considering regional relative humidity. In addition, the stress relaxation was considered in the drying shrinkage. Eventually, the equivalent linear temperature difference due to temperature and the differential shrinkage equivalent linear temperature difference due to moisture were combined into the total equivalent linear temperature difference as terminal environmental load. The environmental load of eight civilian and two military airports which represent domestic regional weather conditions were calculated and compared by the method developed in this study to show its application.

• International Journal of Highway Engineering
• /
• v.12 no.3
• /
• pp.131-137
• /
• 2010

In this paper, overseas criteria and research results were reviewed to develop a rational criterion proper to domestic airport runways on measurement of friction coefficient and removal of rubber deposit. The friction coefficients of the runways of the Incheon International Airport were measured by the ASFT(Airport Surface Friction Tester) from August 2007 to July 2009 and the data at intensively landed points were analyzed. Variation of the friction coefficient due to accumulation and removal of tire rubber was analyzed and seasonal influence on the variation were investigated by pavement types. The friction coefficient steadily decreased over a long term despite periodical removal of the rubber deposits. The variation of the friction coefficient in summer was larger than other seasons and asphalt pavement was more sensitive to the seasonal influence than concrete pavement. The friction coefficient of the asphalt pavement with macro texture was even larger than that of early age concrete pavement with micro texture. The variation of the friction coefficient of the asphalt pavement due to the deposit and removal of the tire rubber was also larger than that of the concrete pavement.

• The monthly packaging world
• /
• s.299
• /
• pp.95-107
• /
• 2018

• International Journal of Highway Engineering
• /
• v.8 no.1 s.27
• /
• pp.131-138
• /
• 2006

Methods of back calculation for either design procedures or elastic moduli obtained from FWD(Falling Weight Deflectometer) tests have widely been used to predict remaining life of airfield concrete pavements. Since the variation of the elastic modulus obtained from the FWD test depends on the back calculation methods, prediction of remaining life of airfield pavement using the back calculation method has not been reliable. In addition, the FWD method only concentrates on the structural integrity of the pavement without considering functional distress. In this study, a newly developed remaining life estimation procedure is proposed. This methodology includes both structural and functional consideration and suggests models and decision criteria for each stage. In order to improve the estimation procedure on remaining life of pavement, conducted the several tests on an old airfield concrete pavement. As a result, it is concluded that the load transfer efficiency on joint is better for predicting remaining life of pavement than the elastic modulus, which is commonly used. In order to verify applicability of the newly developed estimation procedure and detailed models, investigation and analysis were conducted according to the new methodology on C-airfield pavement. Finally, it is confirmed that the efficiency of the proposed method for practical application was good enough.

• 한국도로학회지:도로
• /
• v.17 no.3
• /
• pp.54-60
• /
• 2015

개발 시스템은 실용적 측면에서는 기존 수동형 장비에 비해 최대 20배(기존 2km/h, 개발장비 40km/h) 효율성을 향상시켰다. 국제민간항공기구(ICAO) 에서 권고하고 있는"Runway Surface evenness"에 대응할 수 있는 시스템을 개발하였으며, 개발 시스템은 국내 외 공항포장관리에 적용할 수 있는 시스템으로써 유관기관과 협력하여 향후 국내 외 장비시장에 진출할 수 있는 기술을 확보하였다.