• International Journal of Highway Engineering
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• v.11 no.3
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• pp.151-161
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• 2009

This study was conducted to investigate the characteristics of the curling behavior of long-span pavement slabs under environmental loads. By developing and using finite element models of the long-span pavement slabs, the stress distribution and the effects of slab length, slab thickness, stiffness of underlying layers, and the restraints of the slab ends on the curling behavior were analyzed. In addition, the field experiments were performed with the actual long-span pavement slab to obtain the curling behavior of the real structure under environmental loads. As a result of this study, it was found that the vertical displacements of the long-span pavement slab along the centerline due to the curling behavior were zero except for the areas near the slab ends, and the curling stresses were maximum and constant where the displacements were zero. The slab length and the stiffness of underlying layers did not affect the maximum curling stresses. The restraints at the slab ends made the curling stresses occur near the slab ends, but did not much affect the maximum curling stresses.

• International Journal of Highway Engineering
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• v.10 no.1
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• pp.105-115
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• 2008

It is known that the long-term behavior and performance of jointed concrete pavement due to slab curling are affected by the environmental factors such as temperature, moisture, and so on. However, any relationships between the curling and its factors have not been defined clearly yet because of insufficient detailed investigation. The temperature, relative humidity, strain, vertical displacement of a concrete slab, and horizontal movement of its transverse joints were investigated by various sensors and devices instrumented in the slab of a concrete pavement section constructed for this study. The constraint of the curling by joint stiffness was investigated in addition to effect of the temperature and moisture on the early aged concrete slab by analyzing the field data measured for approximately 4days from concrete placement. The curling of the concrete slab showed 24hour cycles mainly because of the temperature effect, and the upward curling gradually increased because of the long-term effect of drying shrinkage of the concrete. The magnitude and variation of the curling were significantly affected by the joint stiffness which is comprised of aggregate interlocking and other factors. The effect of the variation of the seasonal joint stiffness varying with the temperature and long-term drying shrinkage on the slab curling will be investigated as a further study.

• International Journal of Highway Engineering
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• v.10 no.4
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• pp.171-180
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• 2008

This study was conducted to analyze the curling behavior of concrete slabs on grade under temperature loading through the laboratory tests and to investigate the effects of the support conditions of underlying layers on the curling behavior of the slab on grade systems. For the laboratory tests, the concrete slabs were fabricated and the temperature measurement sensors were installed. The temperature loading was applied intentionally and the time histories of the vertical displacements of the slab at several different positions were measured. One-layered underlying layers were made using different materials and different thicknesses. Two-layered underlying layers were also made to have the same composite stiffness each other, but the material of the upper layer was designed to be different The experimental analysis results showed that the trend of the displacement time histories of the slab was basically the same as that of the temperature gradient time histories. The characteristics of the curling behavior of the slab were analyzed by separating the regions of curling up and curling down. The difference in the vertical displacements at the center and comer decreased as the stiffness of the underlying layer became larger, and the upper layer's material of the underlying layers affected the curling behavior of the slab.

• International Journal of Highway Engineering
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• v.10 no.3
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• pp.209-220
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• 2008

This paper presents the differences in the analysis results according to the underlying layer modeling methods when analyzing the curling behaviors of the concrete slabs on grade under environmental loads. The models of the slab on grade system considered in this study included a three-dimensional(3D) model, a model composed of 3D slab and springs for underlying layers, and a model composed of 2D slab and springs for underlying layers. First, when the underlying layer consisted of one layer, the curling behaviors according to the different models were compared. Then, the underlying layers that consisted of two different materials and thicknesses were considered. The results of this study showed that the tensionless spring model for the underlying layer gave very accurate results when the underlying layer consisted of one layer. However, when the underlying layers consisted of two layers, the spring model for the underlying layers could overestimate the displacements and underestimate the maximum stress with a large elastic modulus of upper underlying layer, a small elastic modulus of under underlying layer, and thick underlying layers.

• International Journal of Highway Engineering
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• v.11 no.2
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• pp.141-149
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• 2009

This study was conducted to investigate the causes that induce the T-shape cracks at the joints in the jointed concrete pavements(JCPs). The finite element models of JCP including dowel bars were developed and the stress distribution in the slab was investigated under environmental loads. To investigate the effect of dowel bars on the transverse stresses at the joints that induce the T-shape cracks, the slab curling behavior was analyzed with and without dowel bars. In addition, the stress concentration was investigated when the dowel bar was not installed at the mid-depth of the slab. The results of this study showed that the transverse stresses were not affected by the dowel bars if the dowel bars were installed at the mid-depth of the slab. However, if the dowel bars were not installed at the mid-depth, the transverse stresses were concentrated at the dowel bar locations when the slab curled. The stress concentration was dependent on the contact characteristics between the dowel bar and concrete, and was significantly large when the dowel bar not installed at the mid-depth was located far from the edge of the slab. Therefore, to mitigate T-shape cracking in JCP, dowel bars should be very carefully installed and leveled at the proper locations.

• International Journal of Highway Engineering
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• v.13 no.3
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• pp.7-14
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• 2011

The numerical analyses were performed to investigate the curling behavior of the post-tensioned prestressed concrete approach slab (PTAS) under environmental loads. A technique to include properly the boundary conditions of one end of PTAS that was connected to the bridge abutment using hinges was proposed for the numerical model. The applicability of a simplified model not having hunches was also investigated. By using the developed models, the curling behavior of PTAS was analyzed when the foundation settlement occurred. The analysis results showed that the maximum tensile stress obtained from the simplified model involving a simplified hinge connection was very closed to that obtained from a rigorous model. When the slab curled up, the maximum tensile stress occurred in the model including no foundation settlement, but when the slab curled down, the maximum stress occurred in the model including partial settlement of the foundation. Therefore, the design of PTAS should be performed considering those maximum tensile stresses.

• International Journal of Highway Engineering
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• v.10 no.4
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• pp.9-18
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• 2008

Curling is caused by the difference in the temperature and humidity by the depth of the slab in Jointed Plain Concrete Pavement. Slab curvature shape and size change due to curling exert a profound influence on the internal stress and roughness of the pavement, affecting structural and functional performance of the pavement. Direct measurement of the slab curvature entails many problems. Many measuring instruments have to be installed at the early-stage of the pavement construction, and the behavior of the slab curvature needs to be measured accurately from the early-stage. Moreover, the cost and technical difficulty are very formidable to measure the slab curvature. This study develops a measurement method for slab curvature in jointed concrete pavement at any given time by applying Power Spectrum Density Analysis and Inverse Fast Fourier Transformation to the profile data, that can be easily obtained at the construction field site. The effectiveness of this developed method is verified by measuring the profile data of the test road of jointed concrete pavement at an inland central expressway by the hour and by examining the result of extracting the slab curvature shape from this profile data. Additionally, the profile data of CRCP(Continuously Reinforced Concrete Pavement) sections on the same expressway were obtained and analyzed at the same time. The validity of the method developed for the slab curvature shape extraction is verified by comparing the result from the analysis of the profile data of CRCP sections with that from the analysis of the prof1Ie data of jointed concrete pavement sections.

• International Journal of Highway Engineering
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• v.12 no.4
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• pp.157-164
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• 2010

This research was conducted to analyze the behavior of Single-PTAS (Single Post-Tensioned Approach Slab) under tensioning and environmental loads by performing field tests when the demonstration Single-PTAS was being constructed. The temperature measurement sensors were installed at different depths, and the displacements in the approach slab under environmental loads and tensioning were measured using displacement transducers. As an experimental result, an abrupt change in the longitudinal displacement due to tensioning was not observed. The daily temperature change in the approach slab was negligible where the depth is over about 35cm. The temperature gradient in the approach slab adjacent to bridge was smaller than that adjacent to pavement. The patterns and magnitudes of vertical displacements were directly related to the temperature gradient at the measuring location. The behavior of Single-PTAS was very similar to that of concrete pavement. Therefore, a new design methodology for approach slabs is needed to include the pavement concept and to overcome drawback of current design procedures based on the simple beam concept.

• 한국도로학회:학술대회논문집
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• 2010.09a
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• pp.431-434
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• 2010

• International Journal of Highway Engineering
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• v.12 no.4
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• pp.165-174
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• 2010

This study was conducted to evaluate the feasibility of expedite repairing of concrete pavements using precast concrete pavement method and to investigate the effectiveness of slab connection methods. In the demonstration construction, four slabs of jointed concrete pavements were replaced with the precast slabs. First, precast concrete slabs were designed and fabricated, then existing slabs were cut and removed, and finally precast slabs were installed. The slabs were leveled and pockets, holes, and space between the slab bottom and the underlying layer were grouted. From the demonstration construction, details about the design and construction of the precast pavements for repairing of pavements were evaluated. In addition, the slab connection methods such as pocket and hole connection methods were applied in the construction and the slab curling behaviors at the joints that include those connection methods were compared. The results showed that both slab connection methods were applicable, and the hole connection method was superior.