• International Journal of Highway Engineering
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• v.16 no.6
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• pp.1-8
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• 2014

PURPOSES : Analysis and design of asphalt concrete (AC) and continuously reinforced concrete (CRC) composite pavements. METHODS : In this study, the service life of the AC/CRC composite pavements was determined based on the probabilistic method in the mechanistic-empirical pavement design guide(MEPDG). Typical pavement design was provided with respect to heavy truck traffic volume of highways. RESULTS : The service life of the composite pavements based on IRI was shorter than that based on rutting at lower traffic volume, but this trend was switched at higher traffic volume. CONCLUSIONS : It is concluded that the main distress affecting the service life of the composite pavements was longitudinal roughness and rutting. Roughness became lower, but rut depth became greater as the stiffness of the CRC increased.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.4
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• pp.487-493
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• 2017

The main purpose of this study is to evaluate the main parameters involved in the asphalt pavement distresses, including IRI (International Rough Index), fatigue, and permanent deformation. The main parameters are the region (Seoul and Busan), traffic level, asphalt binder, maximum aggregate of surface course, thickness of the surface course and base. A total of 64 case studies were carried out under the auspices of the KPRP (Korea Pavement Research Program). From the analysis of the KPRP test results, the key factors for the asphalt pavement distress were determined. Considering the effect of one variable in the basic condition, asphalt binder was the major factor having an effect on the distresses for an AADT (Annual Average Daily Traffic) of 5000 in the Seoul area. Among the remaining factors, the results were found to be in the order of the base layer thickness (A), surface layer thickness (B), and aggregate particle size thickness (D). The same results were obtained for an AADT of 10000. In the case of Busan with an AADT of 5000, the same result was obtained as for Seoul. Among the remaining factors, the results were in the order of the base layer thickness (A), aggregate particle thickness (D), and surface layer thickness (B). Even though there was a slight difference in the effect of the traffic level and region, asphalt binder was the parameter having the greatest effect on the asphalt pavement distress. In the case where the effect of multiple parameters was analyzed, the combination of the asphalt binder and base thickness showed a relatively strong effect.

• International Journal of Highway Engineering
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• v.2 no.3
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• pp.145-153
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• 2000

Pavement evaluation is a fundamental component for rational pavement management. Optimal rehabilitation method and the priority of rehabilitation should be based on the evaluation data. Some types of pavement condition index are needed for objective evaluation of Pavement condition and management of road network. In this study a expressway concrete pavement condition index model is developed through regression analysis that correlates panel rating with distress measurement from the test sections. The derived condition index can be used for network level PMS for the expressway concrete pavement. Correlation coefficient of the model was 0.68. The selected independent variables were International Roughness Index, crack and area of patching.

• 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.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.4
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• pp.1631-1638
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• 2013

Distress data, IRI, etc. are important factors in the evaluation of pavement condition. Recently, the need to consider tire-pavement noise in PMS (pavement management system) is raised. Generally, tire-pavement noise highly depends on the characteristics of pavement texture. Therefore, estimation of texture characteristics may give useful information to predict tire-pavement noise. Measurement of MPD (Mean Profile Depth) by using PLP (Portable Laser Profiler) provide very fast. The texture characteristics by means of MPD can be in a short time. hence, It can be a good alternative to give noise information, if MPD and tire-pavement noise have robust relationship. In this study, MPD and tire-pavement noise were simultaneously collected on the number of asphalt section to evaluate the tire-pavement noise due to the pavement texture characteristics. A set of statistical analysis was performed to propose relationship between tire-pavement noise and MPD for asphalt concrete pavement.

• Journal of the Korean Geosynthetics Society
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• v.2 no.3
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• pp.39-46
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• 2003

The major pavement distress types found in the domestic roadways include rutting, fatigue cracking, and reflection cracking which are results of the environment and repeated traffic loads. These distresses usually occur before pavements approach their design life, and therefore, a significant amount of national budget is spent for maintenance of roadway pavements. The purpose of this study is to establish a geosynthetics-asphalt pavement system. For the study, wheel tracking tests are conducted to analyze the controlling effect of geosynthetics on rutting of asphalt pavement. On the basis of these works, the reinforcement effect of geosynthetics on the rutting of the asphalt pavement is clarified and deformation characteristics of geosynthetics-asphalt mixture is examined.

• International Journal of Highway Engineering
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• v.6 no.1 s.19
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• pp.25-36
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• 2004

The total length of paved roads in Korea is 67,265 Km, and among these roads, about 40% of the national highways and 98% of local roads are paved with asphalt concrete. The major distress to asphalt pavement is rutting and fatigue crack. The permanent deformation including rutting accounts for about 75% of this distress. UTW(Ultra-Thin Whitetopping), which is known for its high-quality performance in asphalt pavement with rutting and cracking, seems to reduce maintenance costs significantly if it is used as the maintenance/repair method for domestic asphalt pavement. In the research, static load test was conducted to establish a behavior of Whitetopping under traffic and environmental condition. It showed that the effect of the thickness of the concrete layer and the temperature change was significant. In addition, the tensile strain as the wheel load position was close to interior and edge of concrete slab were increased up to 75% of maximum tensile strain. It showed that joint spacing must be considered in UTW design procedure.

• International Journal of Highway Engineering
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• v.10 no.3
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• pp.221-230
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• 2008

In Korea, Expressway and National Highway System has been continually managed by their own pavement management system. The pavement condition evaluation system has not been developed for the municipal roads except for Seoul city. Therefore, this study focuses on analyzing the characteristics of distress in major city's pavement and developing the pavement condition index for the municipal PMS. Panel rating and pavement condition survey for the selected pavement sections were conducted for developing pavement condition index. Municipal level pavement condition index(MPCI) was developed by statistical analysis. Also, a sensitivity analysis for each independent variable of the MPCI and comparison with other pavement condition indicies, such as SPI and HPCI, were performed.

• International Journal of Highway Engineering
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• v.20 no.1
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• pp.1-8
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• 2018

PURPOSES : Case studies of an asphalt-overlay project with a performance-based contract method were conducted on a national highway in Korea to evaluate the effect of the method on asphalt pavement maintenance. This study evaluated the procedure of the performance-based contract method. METHODS : In this study, an asphalt-pavement maintenance project for a national highway was assessed with a performance-based contract to investigate the advantage of the new contract procedures. This is the first trial applying the performance-based contract to a pavement-rehabilitation project in Korea. In the four case studies, the warranty period of the performance-based contract was designed for seven years. The research team monitored the construction site to compare the normal contract method with the performance-based contract method. The case studies' project sites were investigated after the end of the construction. RESULTS : Based on the limited case studies, the performance-based contract method could extend the service life of the asphalt pavement and reduce the pavement-maintenance budget because the quality control was well managed by the contractors. However, a few construction laws would be necessary to apply the performance-based contract method in the future. CONCLUSIONS : Using the performance-based contract, the construction company made great efforts to guarantee the warranty period and to apply the optimal maintenance method, based on the pavement distress condition. The contractor and the agency would need to understand the new performance-based contract system for it to be activated. Therefore, a proper education program for the performance-based contract system would be needed to educate the stakeholders regarding the procedures and their effects on the pavement management and maintenance.

• International Journal of Highway Engineering
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• v.4 no.3 s.13
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• pp.1-13
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• 2002

Design methods for new flexible pavements and overlays are in the transition from empirical to mechanistic approach, and many state highway agencies trend to move toward the adoption and use of mechanistic-empirical (M-E) design in new constructions and rehabilitations of flexible pavements. Hence, the Michigan Department of Transportation (MDOT) decided to develop a M-E flexible pavement design procedure, in which major pavement distresses such as fatigue cracking and rutting are employed as indicators of the serviceability of a flexible pavement. The main concept of the developed design procedure is that a designed pavement that is supposed to carry a certain number of traffic must satisfy designated thresholds of rut depths and fatigue lives during a service period. For the M-E design procedure, transfer functions were developed to predict rut-depths and fatigue lives. These functions related the pavement responses to pavement performance. For validation, three current new flexible pavement design cases were obtained from the MDOT. In these cases, asphalt concrete (AC) layer thicknesses determined by the suggested M-E procedure compare favorably with those determined by the current MDOT design practice that is based on AASHTO design guide. This finding implies that the suggested Michigan M-E flexible pavement design procedure can provide a good opportunity to improve the current design practice.