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A transfer function is the main model of a design program that correlates mechanistically calculated damage to a pavement with the actual field distress. In this study, a pavement condition index (PCI) model that reflects environmental and traffic loads was developed as a transfer function for a design program for airport concrete pavements. Seven runways from five airports in Korea, for which design data were available, were selected as target runways, and their design, traffic, and weather data were collected. The minimum tensile stress of the slab generated by environmental loads and the maximum tensile stress induced by combined environmental and traffic loads were calculated by conducting a three-dimensional finite element analysis. The cumulative fatigue damage to the target runways was calculated by substituting the climatic conditions and traffic volume into the fatigue model, which considered the minimum and maximum tensile stresses. The PCI, which was uniformly and varyingly distributed according to pavement age, was adopted as the indicator of actual field distress, whereas the previously used structural condition index was mostly 100 because no structural distress occurred, regardless of the pavement age. The PCI model was established via multi-regression analysis to predict field PCIs using mechanistically calculated cumulative fatigue damage and pavement age as independent variables. The actual and predicted PCIs of the target airports were compared to validate the PCI model. [ABSTRACT FROM AUTHOR]

In this paper, three different rheological models including a newly developed formulation based on the current Christensen Anderson and Marateanu (CAM) model, named sigmoidal CAM model (SCM), are used to estimate the evolution of roughness, rutting, and reflective cracking in a typical composite pavement structure currently widely adopted in South Korea. Three different asphalt mixtures were prepared and dynamic modulus tests were performed. Then, the mechanistic-empirical pavement design guide (MEPDG) was used for predicting the progression of the pavement distress and to estimate the effect of the three different models on such phenomena. It is found that the three different mathematical models provide lower and upper limits for roughness, rutting, and reflective cracking. While the CAM model may not be entirely reliable due to its inability in fitting the data in the high-temperature domain, SCM might result in moderately more conservative pavement design. [ABSTRACT FROM AUTHOR]