• Journal of the Korea Concrete Institute
• /
• v.15 no.1
• /
• pp.43-51
• /
• 2003

Recently, to consider financial and constructive aspect usage of Admixture such as Blast-Furnace Slag and Fly-Ash, are increased. Also the use of cold-weather-concrete is increased. Blast-Furnace Slag, a by-product of steel industry, have many advantage to reduce the heat of hydration, increase in ultimate strength and etc. But it also reduces early-age strength, so it is prevented from using of Blast-Furnace Slag at cold-weather-concrete. In this study, for the purpose of increasing usage of Blast-Furnace Slag at cold-weather-concrete, it is investigated the strength properties of concrete subjected to frost damage for the cause of early age curing. The factors of this experience to give early frost damaged were Freezing temperature(-1, -10, $-15^{\circ}C$), Early curing age(0, 12, 24, 48hour), Freezing times(0, 12, 24, 48hour). According to this study, if early curing is carried out before haying frost damage, the strength of concrete used admixture, subjected to frost damage, is recovered. And that properties are considered, the effect of using admixture like blast-furnace-slag, is very high

• Journal of the Korean Geosynthetics Society
• /
• v.9 no.3
• /
• pp.47-56
• /
• 2010

Korea is known to have seasonal frozen ground during a winter season due to climatic and ground conditions. Temperatures below $0^{\circ}C$ cause pavement failure by frost heaving and thaw settlement. A frost protection layer has been constructed in pavements to avoid damage caused by frost action. Anti-frost design methods in Korea have been adopted, which is established in U.S. and Japan. However the characteristics of soils in Korea are different and there are no reasonable modifications to accommodate these characteristics. Therefore, adequate pavement design procedures including seasonal frost action, as well as construction and maintenance practices are required. In this paper, the frost penetration depths along national roads in Korea are presented based on field measurement over several years (1991~2010). The frost penetration depths are analyzed with respect to the Provinces of Korea and sunny/shaded areas.

• Korean Journal of Remote Sensing
• /
• v.39 no.5_1
• /
• pp.609-620
• /
• 2023

In this study, we used Sentinel-1 C-band synthetic aperture radar to calculate the surface state factor (SSF) for distinguishing the frozen-thawed state of soil. The accuracy of SSF classification was analyzed through comparison with air temperature (AT), grass temperature (GT), and underground temperature (UT). For the analysis, 116 Sentinel-1B Descending nodes observed over a period of 4 years from 2017 to 2020 were established for the central region of South Korea. AT, GT, and UT data were obtained from 23 soil moisture observation points of the Rural Development Administration during the same period, and analyzed using the 06:00 am data adjacent to the shooting time of the Sentinel-1B images. The average accuracy and F1-score for all stations were 0.63 and 0.47 for AT, 0.63 and 0.48 for GT, and 0.57 and 0.21 for UT, respectively. For winter (December-February) data, the average accuracy and F1-score were 0.66 and 0.76 for AT, 0.67 and 0.76 for GT, and 0.47 and 0.44 for UT, respectively. The increase in accuracy during winter data may be attributed to the fact that errors occurring in other seasons are not included.

• International Journal of Highway Engineering
• /
• v.13 no.1
• /
• pp.21-32
• /
• 2011

The frost penetration depth of pavement is usually estimated from the freezing index that made temperature data analysis of 30 years and decided the thickness of anti-frost layer. The field monitoring region in study was divided into five regions by freezing index 550~650$^{\circ}C{\cdot}$day, 450~550$^{\circ}C{\cdot}$day and 350~450$^{\circ}C{\cdot}$day. Each region has three-section of road pavement such as cutting area, boundary area of cutting and banking, and lower area of banking. The field monitoring system was established both in the section of anti-frost layer and in the section without anti-frost layer. The data analysis was conducted for determination of frost penetration depth within the paved road by the field monitoring system. The result showed that The temperature of subgrade without anti-frost layer shows below zero in centigrade for the region of freezing index 550~650$^{\circ}C{\cdot}$day, up and down around zero degree in subgrade for the region of freezing index 450~550$^{\circ}C{\cdot}$day, and there is no place existed below zero degree in subgrade for the region of freezing index below 450$^{\circ}C{\cdot}$day. With comparison of field frost penetration depth for the cross-sections of pavement, the cutting area shows the greatest frost penetration depth, and less influence of frost penetration depth for the boundary area of cutting and banking, and the least influenced for the lower area of banking.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.31 no.3D
• /
• pp.433-439
• /
• 2011

The frost depth(frost penetration) is used to install anti-frost heave layers in pavement designs. The freezing index is calculated by an annual accumulated value of multiplying the period of time with temperatures below zero, and the corresponding temperature. Therefore, the DAAT(daily average air temperature) calculation method may play an effect on the FI(freezing index). The Weather Observatory used to supply 4 average air temperatures per day, but currently supplies 8 per day. With this study, we divided the southern part(below FI=$350^{\circ}C{\cdot}day$) of the Korean peninsula into 6 areas according to site conditions(low embankment, embankment-cutting slope, and the cutting slope) and established a field measurement system for 15 positions to check the effects on the result of FI according to differing DAAT calculation methods. The air temperatures obtained by the field measurement system was used to calculate and compare the FI. As a result, the freezing index calculated based on the $DAAT_4(T_4)$ is normally greater by 3% than the one on $DAAT_8(T_8)$. In addition, the calibration equation for the freezing index using air temperatures was proposed through the research.

• Horticultural Science & Technology
• /
• v.31 no.4
• /
• pp.437-446
• /
• 2013

This study was conducted for three years (2007, 2009, and 2010) to investigate the changes in fruit quality during maturation, and the quality and storage ability of fruits harvested at different times of 'Fuji' apple in Daegu region with a high air temperature during the fall season. Changes in apple fruit quality during the maturation period were investigated from 120-135 days to 183-198 days after full bloom. In comparing quality and storage ability of fruits harvested at different times, fruits harvested more than 180 days after full bloom were used. During the maturation period, poor coloring was the problem for 'Fuji' apple in Daegu region by the high air temperature about $20^{\circ}C$. In comparing quality of fruits harvested at different times, the soluble solid contents and hunter a value were increased by the extended harvest time. Fruit weight during harvest was not affected by different harvest time, while the fruit firmness and titratable acidity during harvest were decreased critically when the freezing damage happened. Ethylene production, fruit firmness, and titratable acidity during cold storage for twenty weeks did not differ according to the different harvest time. Soluble solid contents of fruits harvested at 216 days after full bloom in 2009 were similar at the time of harvest and cold storage. For fruits harvested at 201 days after full bloom, soluble solid content during cold storage was higher than during harvest time. However fruit firmness, soluble solid content, and titratable acidity after cold storage of fruit harvested after freezing damage was lower than those of the fruit harvested before freezing damage. The results show that the extended harvest time of 'Fuji' apples about 2-4 weeks from 180-200 days after full bloom in area with above-air temperature during fall season was seemed to be beneficial to enhancing soluble solid contents and fruit red color, but harvesting after the middle of November was dangerous because minimum air temperature began to fall under $-3.0^{\circ}C$.

• Journal of the Korean Geographical Society
• /
• v.33 no.2
• /
• pp.191-208
• /
• 1998

제주도의 기온온난화가 한라산 고산식물 분포에 미치는 영향에 대한 연구의 하나로 한라산 고산식물 8종의 수평 및 수직 분포역과 생육환경이 조사되었다. 그 결과 희귀하거나 멸종 위기 상태에 있는 고산식물들에 관한 생물지리학적 기초 자료와 정보가 축적되었다. 한라산 고산식물은 분포특성에 따라 8가지 유형으로 분류되며, 그 중 70퍼센트 정도가 한반도의 고산지나 일본열도의 것들과 공통적인 것으로 밝혀졌다. 이들은 빙하기 동안 동북아시아에서 한반도를 거쳐 제주도로 유입되었고, 일부는 일본열도에 전파된 것으로 생각된다. 현재 이들 고산식물은 열악한 기후, 척박한 토질과 지질 그리고 동결과 융해가 반복되는 주빙하성 환경에 적응하여 산정부 일대에 주로 분포한다. 본 연구는 한라산 고산식물의 분포와 과거 및 현재 환경과의 관계에 대한 기초 자료를 구축하여, 한반도의 자연환경 변천사를 파악하고, 기온온난화가 지속될 때 한라산 고산경관과 생태계가 당면할 문제를 파악하고 대안을 제시하는데 필요한 정보를 제공할 것으로 기대된다.

• Proceedings of the Korea Concrete Institute Conference
• /
• 2008.04a
• /
• pp.529-532
• /
• 2008

Domestic area of most be happened chloride deicer damage. Because daily mean temperature is below 0$^{\circ}C$ from the area of domestic most. Use of deicing chemicals has been and will continue to be a major part of highway snow and ice control methods. Chloride-containing chemicals such as calcium chloride or rock salt are main deicers for the road. Extensive use of chloride deicers is, however, not only the source of substantial cost penalties due to their corrosive action and ability to deterioration roadway surface materials but also the source of environmental damages. Particularly, it has been recognized that chlorides present in deicing agents can significantly increase concrete surface scaling. In severe cases, scaling can result in dislodgement of coarse aggregate. This research estimates that pH and test of specific pollutants, dynamic modulus of elasticity for freeze-thaw test of concrete were higher than those NaCl, $CaCl_2$, and NaCl+$CaCl_2$(7:3, w/w), also weight losses for scaling test of concrete were much lower than those of NaCl, $CaCl_2$, and NaCl+$CaCl_2$(7:3, w/w).

• Journal of the Korean GEO-environmental Society
• /
• v.12 no.7
• /
• pp.13-21
• /
• 2011

In seasonal frozen areas with climatic features, which have a temperature difference in the winter and thawing season, changes of mechanical properties of the soil in the zone could be seen between the freezing and thawing surface. In particular, in soil with many fine particles, a softening of the roadbed usually occurs from frost and thawing actions. The lower bearing capacity is a rapidly progressive the softening of roadbed, and occurred a mud-pumping by repeated loading. In this study, the three kind of sandy soil with contents of fine particles were conducted by directly shear box test with the number of cyclic in freeze-thawing and the water content of soil. Subsequently, the relationship between the shear strength and freeze-thaw cycling time was obtained. The shear strength was decreased with the increase of the freeze-thaw cycling time. A shear stress deterioration of the soil with power function modal is proposal.

• International Journal of Highway Engineering
• /
• v.12 no.2
• /
• pp.71-79
• /
• 2010

The influence of fines of the frost susceptibility of subgrade soils were established by laboratory freezing system test simulating closely the thermal conditions in the field. During the winter season, the climate is heavily influenced by the cold and dry continental high pressure. Because of siberian air mass, the temperature of January is $-6{\sim}-7^{\circ}C$ on average. This chilly weather generate the frost heaving by freezing the moisture of soil and damage potential of the road structure. In the freezing soil, the ice lenses increase the freeze portion of soil by absorbing the ground water with capillary action. However, the capillary characteristics differ from the sort of soil on the state of freezing condition. In the current design codes for anti-freezing layer, the thickness of anti freezing layer is calculated by freezing depth against the temperature condition. Therefore, they have a tendency of over-design and uniform thickness without the considerations of thermal stability, bearing capacity and frost susceptibility of materials. So, it is essential for studying the appropriateness and bearing capacity besides the seasonal and mechanical properties of pavement materials to take a appropriate and reasonable design of the road structure. In this Paper, the evaluation of frost susceptibility was conducted by means of the mechanical property test and laboratory freezing system apparatus. The temperature, heaving amount, heaving pressure and unfrozen water contents of soil samples, the subgrade soils of highway construction site, were measured to determine the frost susceptibility.