• International Journal of Highway Engineering
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• v.8 no.2 s.28
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• pp.55-62
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• 2006

Transverse cracks in continuously reinforced concrete pavement (CRCP) occur at early ages due to temperature and moisture variations. The width and spacing of transverse cracks have a significant effect on pavement performance such as load transfer efficiency and punchout development. Also, crack widths in CRCP depend on 'zero-stress temperature,' which is defined as a temperature where initial concrete stresses become zero, as well as drying shrinkage of concrete. For good long-term performance of CRCP, transverse cracks need to be kept tight. To keep the crack widths tight throughout the pavement life, zero-stress temperature must be as low as practically possible. Thus, temperature control at early ages is a key component In ensuring good CRCP performance. In this study, concrete temperatures were predicted using PavePro, a concrete temperature prediction program, for a CRCP construction project, and those values were compared with actual measured temperatures obtained from field testing. The cracks were also surveyed for 12 days after concrete placement. Findings from this study can be summarized as follows. First, the actual maximum temperatures are greater than the predicted maximum temperature in the ranges of 0.2 to 4.5$^{\circ}C$. For accurate temperature predictions, hydration properties of cementitious materials such as activation energy and adiabatic constants, should be evaluated and accurate values be obtained for use as input values. Second, within 24 hours of concrete placement, temperatures of concrete placed in the morning are higher than those placed in the afternoon, and the maximum concrete temperature occurred in the concrete placed at noon. Finally, from the 12 days of condition survey, it was noted that the rate of crack occurrence in the morning placed section was 25 percent greater than that in the afternoon placed section. Based on these findings, it is concluded that maximum concrete temperature has a significant effect on crack development, and boner concrete temperature control is needed to ensure adequate CRCP performance.

• International Journal of Highway Engineering
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• v.7 no.4 s.26
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• pp.69-77
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• 2005

Joint spacing is a potent influence in increasing the long term performance of jointed concrete pavement slabs through the control of tensile stress, sealant failure and Load Transfer Efficiency (LTE). Internal Joint Spacing is an empirical and fixed method therefore this study will present the optimum joint spacing considerations depending on various climactic conditions. Calculating the optimum joint spacing eliminates random cracking due to the effect of the environmental loads such as the early behavior of drying shrinkage and heat hydration. Optimum joint spacing is calculated so as not to cause pavement distress by the deterioration of LTE by long term pavement movement. This study shows that the provisional joint spacing is 6-8m. Pavement Distress Prediction Models show that pavement distress has no effect on joint spacing of 8m.

• International Journal of Highway Engineering
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• v.6 no.2 s.20
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• pp.47-59
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• 2004

The temperature variation of concrete pavement at early-age significantly affects the initiation and propagation of its early-age cracks. This implies that the measurement and analysis of early age temperature trend are necessary to examine the causes of early age cracks in the concrete pavement. In this study, it is investigated how the early age temperature trend in concrete pavement affects the random crack initiation and behaviors of saw-cut joints using the actual construction site which is located at the KHC test road. During 72 hours after placing the concrete pavement, the ambient air temperature and temperatures at the top, middle, and bottom in concrete pavement were measured and the random crack initiation in concrete slabs and early age behaviors in the joints were surveyed. The investigation results indicate that the first random crack was initiated at one of the slabs placed in the early morning which have higher temperature changes during early 72 hours. The movement of slab was influenced by the early-age crack in the joint. It suggested that the different occurrence time of the cracks in the joint had an influence on the behavior of the cracks. Besides, the slab constructed In the morning had higher possibility of crack initiation than that in the afternoon. The rarely occurred cracks had bigger gap than other cracks.

• Journal of the Korean Recycled Construction Resources Institute
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• v.6 no.3
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• pp.160-166
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• 2018

The purpose of this study is to investigate experimentally the effects of aspect ratio of polyethylene fiber on the compressive strength and tensile behavior of alkali-activated cementless composite. Two mixtures were determined according to aspect ratio values of polyethylene fibers, and the compressive strength and tension tests were performed. Test results showed that the effect of aspect ratio of fiber on the compressive strength was negligible and the tensile strength, ductility, and number of cracks of the mixture including the fiber with high aspect ratio were higher than those of the mixture including the fiber with low aspect ratio. On the other hand, the crack spacing and crack width were low in the mixture including the fiber with high aspect ratio.

• Journal of the Korean Institute of Gas
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• v.25 no.1
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• pp.20-29
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• 2021

During multi-stage fracturing in a low permeable shale formation, stress interference occurs between the stages which is called the "stress shadow effect(SSE)". The effect may alter the fracture propagation direction and induce ununiform geometry. In this study, the stress shadow effect on the hydraulic fracture geometry and the well productivity were investigated by the commercial full-3D fracture model, GOHFER. In a homogeneous reservoir model, a multi-stage fracturing process was performed with or without the SSE. In addition, the fracturing was performed on two shale reservoirs with different geomechanical properties(Young's modulus and Poisson's ratio) to analyze the stress shadow effect. In the simulation results, the stress change caused by the fracture created in the previous stage switched the maximum/minimum horizontal stress and the lower productivity L-direction fracture was more dominating over the T-direction fracture. Since the Marcellus shale is more brittle than more dominating over the T-direction fracture. Since the Marcellus shale is more brittle than the relatively ductile Eagle Ford shale, the fracture width in the former was developed thicker, resulting in the larger fracture volume. And the Marcellus shale's Young's modulus is low, the stress effect is less significant than the Eagle Ford shale in the stage 2. The stress shadow effect strongly depends on not only the spacing between fractures but also the geomechanical properties. Therefore, the stress shadow effect needs to be taken into account for more accurate analysis of the fracture geometry and for more reliable prediction of the well productivity.

• Journal of the Korean Society for Nondestructive Testing
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• v.18 no.6
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• pp.455-463
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• 1998

RCCA(rod cluster control assembly) End-Tip suffers from neutron irradiation and constant vibration due to high-speed internal flow of primary coolant during plant operation. Such operating conditions cause the RCCA end-tip crackings around tile circumferential weldment of the end-tip, and in some cases, the defective end-tips were completly broken loose. However, no reliable inspection techniques for end-tip crackings were developed in the past, although some techniques exist for inspecting RCCA control rod wears. Therefore, NDE group at KEPRI has developed an ECT technique for the detection and the sizing of the end-tip crackings. The technique uses a specially designed surface-riding probe that can detect size of circumferential crackings with an accuracy of ${\pm}5.31%$ RMS error. This paper describes the ECT instrumentation including the ECT probes, calibration bars, as well as technical approaches.

• Journal of the Korea Concrete Institute
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• v.20 no.1
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• pp.23-33
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• 2008

The moment redistribution in continuous reinforced concrete beams is very feasible phenomenon, by which the efficiency and the economy in designing reinforced concrete members can be enhanced. However, to understand the structural behavior by moment redistribution phenomenon, it is desirable to verify its mechanism experimentally considering tension stiffening effect, the relationship of moment redistribution and beam deflection, crack pattern, and effective stiffness. Six reinforced concrete continuous beam specimens were fabricated, and each specimen had a dimension of 250 mm $\times$ 350 mm and 7,000 mm long. The location of de-bonding was taken as the primary test parameter to investigate tension stiffening effect. The moment redistribution ratio of the specimens was different depending on the position of de-bonding, and in particular no moment redistribution was observed when de-bonding exist at both ends, the maximum negative moment region and the maximum positive moment region.

• International Journal of Highway Engineering
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• v.12 no.4
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• pp.101-110
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• 2010

In this paper, it has been studied about the CRCO to maintain or rehabilitate the aged JCP. The CRCO and JCO was constructed at useless section of Seo-Hae-Ahn express highway in South Korea. The performance evaluation was conducted. Especially, it was focused on the roll of longitudinal reinforced steels inserted into the CRCO. On crack survey results from field construction section, the reflection cracks at joint of the existing pavement occurred in CRCO. However, due to the constraints of longitudinal reinforced steels, crack width was small. Total crack length and quantity in the CRCO more than that in the JCO. And crack spacing in the CRCO was narrower than it in the CRCP. Through the bonding strength test results, if the cold milling and cleaning as well as surface treatment is applied, there will be no debonding problem at interlayer in the early age. From analysis of the horizontal behavior at the joint, the longitudinal reinforced steels constrained crack width which became wider than initial state over time. Also, that steel in the CRCO reduced the horizontal movement due to temperature variation(4 times than that in the JCO). But, if interface is debonded, the roll decreased. Vertical VWG data showed that CRCO did not occur debonding problem at steel location, but there was some problem in JCO. It was confirmed by field coring. The tensile strain appeared in the CRCO, But the compressive strain occurred in the JCO in early age. Through the FWD test result, deflection in the CRCO was less than that in the JCO. And K value in the CRCO was greater than it in the JCO.

• International Journal of Highway Engineering
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• v.18 no.3
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• pp.75-86
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• 2016

PURPOSES : The purpose of this study is to investigate characteristics of crack spacing and crack width and their relationship in continuously reinforced concrete pavement (CRCP) based on the data obtained from long-term field observations. METHODS : The crack spacings and crack widths are measured periodically over 10 years at two different CRCP sections: one with asphalt bond breaker beneath concrete slab, and the other with bonded lean concrete base beneath concrete slab. The effects of steel ratio, type of underlying layer, terminal treatment method, and seasonal temperature change on the crack characteristics are evaluated by analyzing the measured data. RESULTS : The CRCP with lean concrete base shows smaller crack spacings than those of the CRCP with asphalt bond breaker. As the steel ratio increases, both the crack spacing and crack width tend to decrease. The crack width becomes larger as the crack age increases, but once the crack age is over a certain value the crack width tends to converge. When the terminal anchor lug system is not used and the expansion joints are employed at the terminals, the crack spacings and crack widths increase near the terminal sections. The crack spacing and crack width seem to be proportional each other, but not necessarily linearly, and their relationship is more distinguished in the summer when the crack widths become smaller. CONCLUSIONS : The steel ratio, underlying layer type, terminal treatment method, and seasonal temperature change affect the characteristics of cracks and the crack spacing and crack width are related to each other.

• Journal of the Korea Concrete Institute
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• v.14 no.4
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• pp.556-565
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• 2002

The concrete bridge decks on the main girder will usually develop initial cracks in the longitudinal or the transverse direction due to dry shrinkage and temperature change, and as the bridge decks age the crack will gradually develop in different directions due to repeated cyclic loads. The strengthening direction of the concrete bridge deck is a very important factor in improving proper structural behavior. Therefore, in this study, theoretical analyses of strengthened bridge decks were performed using the nonlinear finite element method. To improve the accuracy of the analytical result, boundary conditions and material property of strengthening material was simulated by laboratory condition and test results, respectively. The effect of the strengthening direction and the amount of strengthening material were estimated and compared to the experimental results. The efficiency of the strengthened bridge decks by strengthening variables such as the amount, width and thickness of CFS was observed.