A Study of Temperature Effects for the Concrete Pavement in Chiang Kai-Shek International Airport

• Main Authors: Shyh-Tai Lin, 林世泰
• Other Authors: 周家蓓
• Format: Others
• Language: zh-TW
• Published: 2004
• Online Access: http://ndltd.ncl.edu.tw/handle/51120291885311236752

博士 === 國立臺灣大學 === 土木工程學研究所 === 92 === Abstract The major external loadings of pavement are traffic loadings and temperature effects. The traffic loadings for airport pavements can be estimated using the type of aircraft. The effects of temperature can be decided in accordance with the location of airport and climate conditions. The domestic airport pavement designs are based on PCA and FAA pavement manuals and complete with ICAO. The performance of airport pavement in Taiwan area needs to be evaluated with the qualities of materials, construction technologies and the characteristics of climate. The busiest airport in Taiwan is Chiang Kai-Shek International Airport, and the period from 1979 to the present is 25 years. As the pavement of the first stage has reached its design time limit and faces with the pavement reconstruction and need to reevaluate the performance, the traffic loadings and temperature effects shall be evaluated in the N1 entrance taxiway pavement to contribute the localization parameters to airport pavements design. The temperature effects of concrete pavement in Chiang Kai-Shek International Airport were investigated; the findings are as follows: The range of the temperature of concrete slab is between 11.2℃ and 50.8℃, the uniform temperature, from 16.9℃ to 40.9℃, and the variation of slab temperature is between 24.0℃and 30.3℃. the positive temperature gradient is between 0.21℃/cm and 0.44℃/cm, and the negative temperature gradient is from -0.14℃/cm to -0.24℃/cm. The ratio of thermal strain for slab: The strain of the center of slab is 0.82 in transverse and 2.44 ~ 2.55 in longitudinal. The strain of the edge of slab is 0.97 ~ 2.57 in transverse and 0.90 ~ 3.39 in longitudinal. The strain of the corner of slab is 0.69 ~ 2.84 in transverse and 0.61 ~ 3.35 in longitudinal. By comparing the observations with the values from the design formula, the rate of joint openings is 60.87~73.04％; the width of sealant is not more than 10mm when calculated by the maximum and average maximum air temperature. The thermal stress is induced by long-term thermal effect and short-term thermal effect; and, therefore, in addition to respectively checking the stress induced by short-term and long-term effects, the thermal stress used in concrete pavement designs shall be checked in accordance with the stress induced jointly by short-term and long-term effects. Calculated by Westergaard and Bradbury formulas as well as the relationship between stress and strain in stress element, the results indicate that the stress calculated by the Westergaard formula is larger than that calculated by the Bradbury formula, and the stresses calculated by the stress unit are all smaller than that calculated by the Bradbury formula.