• International Journal of Highway Engineering
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• v.10 no.4
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• pp.9-18
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• 2008

Curling is caused by the difference in the temperature and humidity by the depth of the slab in Jointed Plain Concrete Pavement. Slab curvature shape and size change due to curling exert a profound influence on the internal stress and roughness of the pavement, affecting structural and functional performance of the pavement. Direct measurement of the slab curvature entails many problems. Many measuring instruments have to be installed at the early-stage of the pavement construction, and the behavior of the slab curvature needs to be measured accurately from the early-stage. Moreover, the cost and technical difficulty are very formidable to measure the slab curvature. This study develops a measurement method for slab curvature in jointed concrete pavement at any given time by applying Power Spectrum Density Analysis and Inverse Fast Fourier Transformation to the profile data, that can be easily obtained at the construction field site. The effectiveness of this developed method is verified by measuring the profile data of the test road of jointed concrete pavement at an inland central expressway by the hour and by examining the result of extracting the slab curvature shape from this profile data. Additionally, the profile data of CRCP(Continuously Reinforced Concrete Pavement) sections on the same expressway were obtained and analyzed at the same time. The validity of the method developed for the slab curvature shape extraction is verified by comparing the result from the analysis of the profile data of CRCP sections with that from the analysis of the prof1Ie data of jointed concrete pavement sections.

• International Journal of Highway Engineering
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• v.18 no.6
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• pp.105-113
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• 2016

OBJECTIVES : This study is to develop the optimum mixing proportions for cement concrete pavement with using recycled aggregates. METHODS : The mixture varied recycled coarse aggregates content from 50 % to 100 % to replace the natural coarse aggregates by weight. Tests for fundamental properties as a cement concrete pavement were conducted before and after hardening of the concrete. RESULTS : It was found that the variation in the amount of the recycled aggregate affected the compressive and flexural strength development, as well as the chloride ion penetration resistance. As the amount of the recycled aggregate content increased the compressive and flexural strength and the resistance to chloride ion penetration decreased. However, the resistance to freeze-thaw reaction was affected significantly. In addition, the gradation of the aggregate became worse and hence so did the coarseness factor as the recycled aggregate amount increased. CONCLUSIONS : The fundamental properties of the concrete with recycled aggregate does not seem to be appropriate when the recycled aggregate quality is not guaranteed up to a some level and its replacement ratio is over 50%. The optimized gradation of the aggregates should also be sought when the recycled aggregate is used for the cement concrete pavement materials.

• Proceedings of the Korea Concrete Institute Conference
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• 2009.05a
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• pp.127-128
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• 2009

This study was conducted to develop the design methodology of longitudinal post tensioning for the prestressed concrete pavement (PSCP).

• International Journal of Concrete Structures and Materials
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• v.10 no.1
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• pp.39-46
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• 2016

In this study, different proportions of glass beads used for road marking were added into the concrete samples to reduce the temperature gradient through the concrete pavement thickness. It is well known that decreasing the temperature gradient reduces the risk of thermal cracking and increases the service life of concrete pavement. The extent of alkali-silica reaction (ASR) produced with partial replacement of fine aggregate by glass bead was investigated and compressive strength of concrete samples with different proportion of glass bead in their mix designs were measured in this study. Ideal results were obtained with less than 0.850 mm diameter size glass beads were used (19 % by total weight of aggregate) for C30/37 class concrete. Top and bottom surface temperatures of two different C30/37 strength class concrete slabs with and without glass beads were measured. It was identified that, using glass bead in concrete mix design, reduces the temperature differences between top and bottom surfaces of concrete pavement. The study presented herein provides important results on the necessity of regulating concrete road mix design specifications according to regions and climates to reduce the temperature gradient values which are very important in concrete road design.

• Journal of the Korean Society for Geothermal and Hydrothermal Energy
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• v.19 no.2
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• pp.8-19
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• 2023

Hydronic heated road pavement (HHP) systems have well studied and documented by many researchers. However, most of the systems run on asphalt, only a few are tested with concrete, and there rarely is a comparison between those two common road materials in their heating and cooling performance. The aim of this study is to investigate the thermal performance of the HHP, such as heat dissipation performance in winter season while focusing on the surface temperature of the concrete and asphalt pavement. For preliminary study a small-scale experimental system was designed and installed to evaluate the heat transfer characteristics of the HHP in the test field. The system consists of concrete and asphalt slabs made of 1 m in width, 1 m in length, and 0.25 m in height. In two slabs, circulating water piping was embedded at a depth of 0.12 m at intervals of 0.16 m. Heating performance in winter season was tested with different inlet temperatures of 25℃, 30℃, 35℃ and 40℃ during the entire measurement period. The results indicated that concrete's heating performance is better than that of asphalt, showing higher surface temperatures for the whole experiment cases. However, the surface temperature of both concrete and asphalt pavement slabs remained above 0℃ for all experimental conditions. The heat dissipation performance of concrete and asphalt pavements was analyzed, and the heat dissipation of concrete pavement was greater than that of asphalt. In addition, the higher the set temperature of the circulating water, the higher the heat dissipation. On the other hand, the concrete pavement clearly showed a decrease in heat dissipation as the circulating water set temperature decreased, but the decrease was relatively small for the asphalt pavement. Based on this experiment, it is considered that a circulating water temperature of 20℃ or less is sufficient to prevent road ice. However, this needs to be verified by further experiments or computational fluid dynamic (CFD) analysis.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.3D
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• pp.421-431
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• 2011

In this paper, actual bridges constructed with SMA (Stone Mastic Asphalt) deck pavement and virtual bridges substituted the deck pavement with polymer concrete under the same conditions were statically analyzed to investigate applicability of the thin polymer concrete bridge deck pavements. PSC (prestressed Concrete) girder bridge, steel box girder bridge, PSC box girder bridge, and RC (Reinforced Concrete) rahmen bridge constructed with the SMA deck pavement were analyzed and compared to evaluate various types of the bridge. The bridge deck and pavement were assumed to be fully bonded and the stress and deformation during the construction were ignored while those due to pavement weight and vehicle loading were analyzed. According to the analysis results, the stress and deformation of the bridges using the polymer concrete due to the pavement weight were smaller than those using the SMA because of smaller self weight due to lighter unit weight and thinner thickness of the pavement. The stress and deformation of the bridges using the polymer concrete due to the vehicle loading were larger than those using the SMA because of the smaller area moment of inertia due to the thinner pavement thickness. In case that the pavement weight and vehicle loading applied simultaneously, the stress and deformation of the bridges using the polymer concrete were smaller because effect of self weight reduction was more dominant. Investigation of performance of the bridge deck pavement and analysis of economical efficiency are warranted.

• International Journal of Highway Engineering
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• v.18 no.2
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• pp.11-18
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• 2016

PURPOSES: This paper investigates behavior and performance of concrete pavement in tunnel based on temperature data from field. METHODS : In this study, there are 4 contents to evaluate concrete pavement in tunnel, First, Comparison for distress was conducted at outside, transition, and inside part of tunnel. Secondly, temperature data was collected in air and inside concrete pavement in outside and inside tunnel. Thirdly, FEM analysis was performed to evaluate stress condition, based on temperature data from field. Finally, performance prediction was done with KPRP program. RESULTS: From the distress evaluation, failure of inside tunnel was much less than it of outside tunnel, Temperature change in tunnel was less than out side, and also it was more stable. According to result of FEM analysis, both curling stress status of inside tunnel was lower than it of outside tunnel. Based on KPRP program analysis, performance of inside tunnel was longer than outside. CONCLUSIONS : Through all study about behavior and performance of concrete pavement in tunnel, condition in tunnel has more advantages from environmental and distress point of view. Therefore, performance of inside tunnel was better than outside.

• International Journal of Highway Engineering
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• v.17 no.3
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• pp.69-76
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• 2015

PURPOSES : Performance evaluation of four types of asphalt concrete overlays for deteriorated national highways. METHODS : Pavement distress surveys for crack rate and rut depth have been conducted annually using an automated pavement survey vehicle since 2007. Linear and non-linear performance prediction models of the asphalt concrete overlays were developed for 43 sections. The service life of the asphalt overlays was defined as the number of years after which a crack rate of 30% or rut depth of 15mm is observed. RESULTS : The service life of the asphalt overlays was estimated as 17.4 years on an average. In 90.7% of the sections, the service life of the overlays was 15 years or more which is 1.5 times the life of conventional asphalt concrete overlays used in national highways. The performance of the overlays was dependent on the type of asphalt mixture, traffic volume levels, and environmental conditions. CONCLUSIONS : The usage of stone mastic asphalt (SMA) and polymer-modified asphalt (PMA) for the overlays provided good resistance to cracking and rutting development. It is recommended that appropriate asphalt concrete overlays must be applied depending on the type of existing pavement distress.

• International Journal of Highway Engineering
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• v.15 no.1
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• pp.95-102
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• 2013

PURPOSES: The existing method evaluating the existence of the hollows in concrete pavement does not consider the stiffness of pavement. In addition, the method uses unreasonable logic judging the hollow existence by the deflection caused by zero loading. In this study, the deflection of slab corner due to heavy weight deflectometer (HWD) was measured in concrete pavement sections where underground structures are located causing the hollows around them. METHODS: The modulus of subgrade reaction obtained by comparing the actual deflection of slab to the result of finite element analysis was calibrated into the composite modulus of subgrade reaction. The radius of relative stiffness was calculated, and the relationship between the ratio of HWD load to the radius of relative stiffness and the slab deflection was expressed as the curve of secondary degree. RESULTS: The trends of the model coefficients showing width and maximum value of the curve of secondary degree were analyzed by categorizing the pavement sections into three groups : hollows exist, additional investigation is necessary, and hollows do not exist. CONCLUSIONS: The results analyzed by the method developed in this study was compared to the results analyzed by existing method. The model developed in this study will be verified by analyzing the data obtained in other sections with different pavement structure and materials.

• Journal of Environmental Science International
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• v.15 no.11
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• pp.1045-1052
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• 2006

Stormwater pollution is a major problem in urban areas. Pollutants like heavy metals and harmful chemicals in the runoff can endanger soil and ground water, when they are not sufficiently removed doting infiltration. Strength and infiltration capacity of porous concrete are the major problems that must be considered if permeable pavement system are demanded to be used in a drive way application. In this study, a series of compacted porous concrete mixtures and the system of pavement ate tested for the physical characteristics like compressive strength, flexural strength, unit weight, porosity, water permeability, and the purification capacity of contaminated water. The test results obtained indicate that the strength and infiltration capacity of porous concrete are strongly related to its matrix proportion and compaction energy and providing adequate filter layers underneath pavement surface course is one of the most important design considerations of permeable pavement system for pollution retention purpose.