• International Journal of Highway Engineering
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• v.18 no.3
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• pp.11-19
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• 2016

PURPOSES : This study supports the evidence that it is possible to rehabilitate a damaged pavement with a lane closure specifically based on the Gimcheon~Sunsan project. METHODS : The prediction results from the simulation programs were compared with field monitoring, which focused on traffic management planning, congestion (length, time, and passing speed), bypass, and user cost, among others. RESULTS : The research results showed that lane closure application and pavement repair of the aged pavement in Korea were possible, even though the prediction results were minimally different from the field monitoring. The road agency contributes to service life extension of the rehabilitated pavement using this method. CONCLUSIONS : A marginal effect caused by the lane closure was observed on travelling users or vehicles, and the user cost of pavement repair decreased. Therefore, introducing the repair method or rehabilitation in Korea is possible. Information dissemination through various media was properly done to execute the project well. Moreover, the construction area traffic utilized nearby alternative roads. Therefore, improving the repaired pavemen's service life while ensuring that the pavement management agency can provide a road with comfortable user riding quality was possible.

• Geomechanics and Engineering
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• v.12 no.2
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• pp.257-267
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• 2017

This paper presents laboratory investigation of stabilization of subgrade soil. One type of soil and three types of stabilizers i.e., hydrated lime, class F fly ash and polypropylene fibres are selected in the study. Atterberg limit, compaction, california bearing ratio (CBR), unconfined compressive strength and triaxial shear strength tests are conducted on unstabilized and stabilized soil for varying percentage of stabilizers to analyze the effect of stabilizers on the properties of soil. Vertical compressive strains at the top of unstabilized and stabilized subgrade soil were found out by elasto-plastic finite element analysis using commercial software ANSYS. Strategy for design of optimum pavement section was based on extension in service life (TBR) and reduction in layer thickness (LTR). Extension in service life of stabilized subgrade soil is 6.49, 4.37 and 3.26 times more due to lime, fly ash and fibre stabilization respectively. For a given service life of the pavement, there is considerable reduction in layer thicknesses due to stabilization. It helps in reduction in construction cost of pavement and saving in natural resources as well.

• International Journal of Highway Engineering
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• v.19 no.1
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• pp.29-36
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• 2017

PURPOSES : This study mechanically analyzed the performance of road substructures with focus on infiltration trenches of pavement substructures. METHODS : Water contents and response times for precipitation of pavement substructures were investigated via sensors buried near the infiltration trench to measure water contents. RESULTS : The results of the water contents of pavement systems constructed with an infiltration trench yield levels that were slightly increased by approximately 2% compared to those measured from general pavement systems. This water content difference of 2% resulted in a decrease in service life of less than two years. CONCLUSIONS : Service life reduction due to an infiltration trench is minimal, particularly when the trench is installed with proper caution.

• International conference on construction engineering and project management
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• 2022.06a
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• pp.1043-1050
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• 2022

Markov chains and Monte Carlo Simulation were applied to account for the probabilistic nature of pavement deterioration over time using data collected in the field. The primary purpose of this study was to evaluate pavement network performance of Western Australia (WA) by applying the existing pavement management tools relevant to WA road construction networks. Two approaches were used to analyze the pavement networks: evaluating current pavement performance data to assess WA State Road networks and predicting the future states using past and current pavement data. The Markov chains process and Monte Carlo Simulation methods were used to predicting future conditions. The results indicated that Markov chains and Monte Carlo Simulation prediction models perform well compared to pavement performance data from the last four decades. The results also revealed the impact of design, traffic demand, and climate and construction standards on urban pavement performance. This study recommends an appropriate and effective pavement engineering management system for proper pavement design and analysis, preliminary planning, future pavement maintenance and rehabilitation, service life, and sustainable pavement construction functionality.

• International Journal of Highway Engineering
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• v.19 no.5
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• pp.59-68
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• 2017

PURPOSES : The objective of this study is to evaluate the potential risk level of road cave-ins due to subsurface cavities based on the deflection basin measured with falling weight deflectometer (FWD) tests. METHODS: Ground penetrating radar (GPR) tests were conducted to detect road cavities. Then FWD tests were conducted on 13 pavement test sections with and without a cavity. FWD deflections and a deflection ratio was used to evaluate the effect of geometry of the cavity and pavement for road cave-in potentials. RESULTS : FWD deflection of cavity sections measured at 60 cm or a closer offset distance to a loading center were 50% greater than more robust sections. The average deflection ratio of the cavity sections to robust sections were 1.78 for high risk level cavities, 1.51 for medium risk level cavities, and 1.16 for low risk level cavities. The relative remaining service life of pavement with a cavity evaluated with an surface curvature index (SCI) was 8.1% for the high level, 21.8% for the medium level, and 89.8% compared to pavement without a cavity. CONCLUSIONS : FWD tests can be applied to detect a subsurface cavity by comparing FWD deflections with and without a cavity measured at 60 cm or a closer offset distance to loading center. In addition, the relative remaining service life of cavity sections based on the SCI can used to evaluate road cave-in potentials.

• International Journal of Highway Engineering
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• v.15 no.1
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• pp.11-21
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• 2013

PURPOSES: As pavement generally provides service shorter than an expected life cycle, maintenance cost increases gradually. In order to help extending the service life and reduce maintenance cost, a new multi-functional composite pavement system is being developed in Korea. METHODS: This study is a part to develop the multi-functional composite pavement and is to investigate the mechanical performances of fiber-reinforced lean concrete for pavement subbase. The inherent problem of fiber reinforced concrete is dispersion of fibers in concrete mix. This study additionally evaluated fiber dispersion characteristics with respect to different fiber types. RESULTS: From the test results, the compressive strengths of the concretes satisfied the required limit of 5MPa at 7days. The standard deviation of the measured number of fibers were lower in the order of nylon, steel fiber and polypropylene. CONCLUSIONS: Reject ash was shown to be satisfactory as a replacement material to Portland cement in lean concrete base. The fiber volume fraction is suggested to be 0.4% even though the fracture toughness did not vary significantly with respect to fiber types. However, fracture energy absorbed up to complete failure increased with the increased fiber volume fraction increment.

• The Journal of the Korea Contents Association
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• v.11 no.12
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• pp.919-930
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• 2011

National highway is one of the social infrastructures that continue to be managed in order to serve their full functions. The national highway has been managed by the Pavement Management System (PMS) until now. The PMS manages the highway as a way of facility maintenance and maximizes the service life of the highway with minimum cost. The cost is evaluated mainly with a facility manager's perspective based on engineering judgment. People's needs of quality of life have been increased as their income level is rising and naturally the opinion of citizen as a taxpayer plays an important role in determining national policy. Therefore, the contentment of a user's perspective was the starting point of addressing these needs. The Level of Service began to be used as a measure for the evaluation of the user's perspective. In this thesis we would like to design an application and a data architecture for a pavement asset management system and to show how it meets the requirements of KTAM-40 Systems.

• Proceedings of the Korea Concrete Institute Conference
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• 2000.10b
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• pp.1091-1094
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• 2000

An experimental study is carried out to estimate the way of applying the granulated blast furnace slag[GBFS] to the lean concrete subbase of concrete pavement. According to the test results, this application seems promising. For this application, mixing percent of GBFS ranging from 30 to 45 is recommendable at this stage. Expected benefits using GGBFS in the field of concrete pavement include reduced shrinkage crack, reduced pavement thickness, and extended service life.

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

• International Journal of Highway Engineering
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• v.16 no.1
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• pp.11-19
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• 2014

PURPOSES : The purpose of this article is to investigate the predicted life of jointed concrete pavement (JCP) with two variables effecting on axle load spectra (ALS). The first variable is different data acquisition methods whether using high-speed weigh-in-motion (HS-WIM) or not and the other one is spectra distribution due to overweight enforcement on main-lane of expressway using HS-WIM. METHODS : Three sets of ALS had been collected i) ALS provided by Korea Pavement Research Program (KPRP), which had been obtained without using HS-WIM ii) ALS collected by HS-WIM before the enforcement at Kimcheon and Seonsan site iii) ALS collected after the enforcement at the same sites. And all ALS had been classified into twelve vehicle classes and four axle types to compare each other. Among the vehicle classes, class 6, 7, 10 and 12 were selected as the major target for comparing each ALS because these were considered as the primary trucks with a high rate of overweight loading. In order to analyze the performance of JCP based on pavement life, fatigue crack and International Roughness Index (IRI) were predicted using road pavement design program developed by KPRP and each ALS with same annual average daily traffic (AADT) was applied to design slab thickness. RESULTS : Comparison ALS of KPRP with those of HS-WIM shows that the ALS of KPRP has a low percentage of heavy spectra such as 6~9 tonnes for single axle, 18~21 tonnes for tandem axle and 27~30 tonnes for tridem axle than other two ALS of HS-WIM in most vehicle classes and axle types. It means that ALS of KPRP was underestimated. And after the enforcement, percentage of heavy spectra close to 10 tonnes per an axle are lowered than before the enforcement by the effect of overweight enforcement because the spectra are related to overweight regulation. Prediction results of pavement life for each ALS present that the ALS of HS-WIM collected before the enforcement makes the pavement life short more than others. On the other hand, the ALS of KPRP causes the longest life under same thickness of slab. Thus, it is possible that actual performance life of JCP under the traffic like ALS of HS-WIM could be short than predicted life if the pavement was designed based on ALS provided by KPRP. CONCLUSIONS : It is necessary to choose more reliable and practical ALS when designing JCP because ALS can be fairly affected by acquisition methods. In addition, it is important to extend performance life of the pavement in service by controlling traffic load such as overweight enforcement.