• International Journal of Highway Engineering
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• v.15 no.6
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• pp.49-60
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• 2013

PURPOSES : The evaluation of the pavement condition of the asphalt concrete pavement of No. 2 runway of Inchon International Airport through PMS, a supporting system for making a decision of pavement, maintenance and repair, was made, and the proper time for repair according to the PCI reduction rate was suggested. METHODS : By comparing and analyzing the evaluation results of pavements built in 2009, 2010, 2011, PCI change in each facility (No. 2 runway, C parallel taxiway, connection taxiway) was calculated. By applying the calculated change to PCI deduction rate model, the pavement condition of the target sections was estimated, and then the necessary section and time for repair were chosen. RESULTS : After careful consideration of the time for pavement and maintenance, based on the result of PCI prediction, it was estimated that the southern takeoff and landing section of No. 2 runway was required to be repaired in 2012; connection taxiway in 2013; and C parallel taxiway in 2014; however, the section which is the main moving route of connection taxiway and C parallel taxiway was needed to be repaired in 2012. CONCLUSIONS : For maintenance and repair of airport pavements, the optimal alternative should be chosen by considering economics and operability, via examining the time for repair and the aspect of management all together on the basis of this study.

• International Journal of Highway Engineering
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• v.15 no.3
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• pp.37-44
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• 2013

PURPOSES: This study is to develop the deduct value curves for the calculation of pavement condition index of asphalt airfield pavement. METHODS: To develop the deduct value curves of asphalt airfield pavement, panel rating was conducted to decide the pavement condition based on pavement distress type, severity, and density. RESULTS: Results show that standard deviation of deduct values by panel rating is increased at higher severity level and as damage density increases. The deduct value of alligator cracking show the highest. CONCLUSIONS: The deduct value curves based on panel rating could be used without existing problems which were occurred in Shahin's method.

• Smart Structures and Systems
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• v.19 no.2
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• pp.151-161
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• 2017

A new method is developed to estimate road profile in order to estimate IRI based on the ASTM standard. This method utilizes an accelerometer and a Dynamic Tire Pressure Sensor (DTPS) to estimate road roughness. The accelerometer measures the vertical axle acceleration. The DTPS, which is mounted on the tire's valve stem, measures dynamic pressure inside the tire while driving. Calibrated transfer functions are used to estimate road profile using the signals from the two sensors. A field test was conducted on roads with different quality conditions in the city of Brockton, MA. The IRI values estimated with this new method match the actual road conditions measured with Pavement Condition Index (PCI) based on the ASTM standard, images taken from an onboard camera and passengers' perceptions. IRI has negative correlation with PCI in general since they have overlapping features. Compared to the current method of IRI measurement, the advantage of this method is that a) the cost is reduced; b) more space is saved; c) more time is saved; and d) mounting the two sensors are universally compatible to most cars and vans. Therefore, this method has the potential to provide continuous and global monitoring the health of roadways.

• International Journal of Highway Engineering
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• v.8 no.2 s.28
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• pp.49-54
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• 2006

The purpose of this study was to determine the effect of expansion joint spacing (slab size) on the life cycle costs of owning Portland Cement Concrete (PCC) airfield pavements. Previous research has shown that slab size has a statistically significant impact on pavement performance. A probabilistic life cycle cost analysis was performed to determine if the effect of slab size on pavement performance would affect the total cost of ownership of PCC pavements. Data from 48 Pavement Condition Index (PCI) inspections of military and civilian airfields were used to develop probability-of-distress-by-condition curves, which were then used to develop probabilistic cost-of-repair-by-condition curves. A present worth life cycle cost analysis was then performed for various slab sizes, using construction costs, rehabilitation costs, and maintenance costs. Maintenance costs were determined by assuming a condition deterioration rate appropriate for each slab size and applying the cost-by-condition curves. The probabilistic cost-of-repair-by-condition curves indicated that smaller slabs are more expensive to repair on a unit cost basis. Life cycle cost analysis showed that larger slabs have a higher total cost of ownership than smaller slabs due to a faster rate of deterioration.

• International Journal of Highway Engineering
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• v.13 no.2
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• pp.31-39
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• 2011

More than sixty percentage of highway in South Korea were constructed by concrete pavements and more than half of the concrete pavements were twenty years or older. Maintenance and rehabilitation of aged cement concrete pavements required early transportation opening due to difficulty of preparing bypass roads, given South Korea's transportation condition and so far, mostly asphalt concrete overlay has been used. However, asphalt concrete pavement maintenance and rehabilitation is costly because of early damage and at the same time, it causes inconvenience to the road users. Recently, as an effective method of rehabilitation for aged cement concrete pavement, bonded concrete overlay is being attempted. Therefore, utilizing various data on year-by-year basis is needed to rationally analyze of the damage on asphalt concrete overlay and bonded concrete overlay is necessary. However, in South Korea database of Serviceability damage on asphalt concrete overlay and bonded concrete overlay does not exist. In this research, performance is evaluated by the LTPP (Long Term Pavement Performance) Data of U.S.A, which accumulated various damage data of asphalt concrete overlay and bonded concrete overlay. However, the pattern distress of asphalt concrete overlay and bonded concrete overlay are different. Therefore, the pavement distress data of each section is collected into database and distress are calculated PCI(Pavement Condition Index) in order to compare life of asphalt concrete overlay and bonded concrete overlay.

• International Journal of Highway Engineering
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• v.19 no.2
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• pp.103-112
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• 2017

PURPOSES : In this study, field performance evaluation of crack treatment of pavement and the feasibility of surface treatment of pavement are presented. The performance and cost of preventive maintenance methods have been previously verified, and the methods are being used in many developed countries and cities. However, the performance and cost of the system have not been verified in domestic, field applications. Therefore, in order to improve performance, the field performance is evaluated, and a reasonable cost is proposed. METHODS : Visual Inspection was conducted to evaluate the field application and performance of the preventive maintenance method. In addition, the PCI index was calculated from the results of visual inspection of the application area of the surface treatment method, and the performance life of each method was predicted. For the economic evaluation, life cycle cost analysis was performed using the life cycle cost analysis program. RESULTS :In order to evaluate and quantify the field performance of crack repair material, the residue condition of the pavement surface after crack treatment, rather than the performance of the material, is evaluated. In addition, the crack resistance and performance life of surface treatment methods are evaluated. The cost of currently available treatment methods are compared to the common pavement cut and overlay method, and it is determined that the preventive method is not economical based on life cycle cost analysis. CONCLUSIONS :Because of the characteristics of cracking, it is necessary to conduct the evaluation of currently applied methods and the analysis of the cause of damage, by visual inspection. Moreover, in order to evaluate the performance and economic suitability of the currently applied surface treatment methods, it is necessary to acquire information on application sections by monitoring their long-term conditions and performance.

• International Journal of Highway Engineering
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• v.16 no.1
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• pp.1-10
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• 2014

PURPOSES : This study aimed to evaluate the long-term performance of bonded concrete overlay in Korean Highway, and factors influencing the performances. METHODS : The evaluation for long-term performance of bonded concrete overlay is investigated based on the following study : i) The pavement distress of number of bonded concrete overlay sections in Korean highway are collected through field measurement, and PCI for each section is calculated. ii) Performance of LTPP data of bonded concrete overlay sections in U.S.A is analysed. And it is compared with bonded concrete overlay of Korean highway. iii) An analysis of the factors influencing to long-term performance of bonded concrete overlay is investigated. RESULTS : Performance analysis was confirmed that the overlay thickness was affecting significantly on the Bonded Concrete Overlay life. The comparison of LTPP data(U.S.A) and field measurement data(Korean) was showed. CONCLUSIONS : It was showed that the performance of Korean bonded concrete overlay is relatively lower than that of the bonded concrete overlay in U.S.A. The cause of lower performance can be explained by the lack of overlay thickness.