• International Journal of Highway Engineering
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• v.17 no.1
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• pp.17-24
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• 2015

PURPOSES : Recently, crack, rutting, and stripping problems from the surface of asphalt pavements in National highway are observed and they affect the drivers to feel uncomfortable on the road. Surface treatments are recommended to use in distressed pavements due to cost-effective, and improvement of surface performance. The purpose of this study is to evaluate the performance of micro-surfacing and polymer slurry seal treatments for distressed asphalt pavements. METHODS : Surface conditions and friction resistance are evaluated for asphalt pavements treated with micro-surfacing and polymer slurry seal mixes in National highway 30 line and 34 line. Visual observation is conducted and surface performance is measured by PES (Performance Evaluation Surveyor) in terms of crack ratio, rutting and IRI(International Roughness Index). BPN(British Pendulum Number) is measured by BPT(British Pendulum Tester) to evaluate the friction resistance in the field. RESULTS : The surface evaluation results are presented for asphalt pavement treated with micro-surfacing and polymer slurry seal treatments in National highway 30 line and 34 line. Based on the visual observation, micro-surfacing and polymer slurry seal treatments show better improvements in terms of cracks and stripping. Based on the surface conditions measured by PES vehicle, the surface performance of micro-surfacing treatments improves from 53.3% to 54.2% and the surface performance of polymer slurry seal treatments improves from 21.6% to 59.7%. However, the friction resistance of both micro-surfacing and polymer slurry seal treatments decreases from 2.5% to 6.7%. Further, it should be verified to produce the surface exposed with aggregates during the construction process of both treatment methods in the field. CONCLUSIONS : Based on the performance evaluation results in the filed, the surface performance of asphalt pavement treated with micro-surfacing and polymer slurry seal treatments improves from 21.6% to 59.7%. While, the friction resistance of asphalt pavement treated with micro-surfacing and polymer slurry seal treatments does not improve. It can be concluded that current micro-surfacing and polymer slurry seal treatments would improve surface performance but would not improve the friction resistance.

• Land and Housing Review
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• v.7 no.4
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• pp.323-328
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• 2016

There are small box opening for inserting of electric lamp box in the slab of apartment. Around this box opening, we normally use the detailing of WWF or plastic ring strengthening to protect cracks induced by shrinkage. The shrinkage amount of slab box around was measured and analysed in order to consider validity of these strengthening methods and to find out economical alternative. Alternative of strengthening methods are normally used strengthening methods in construction companies, which are WWF strengthening, plastic ring strengthening and no strengthening methods. The shrinkage amount was measured using contact guage at the spot of tip attached around the box on slab of small area unit apartment which have small exclusive area below $59m^2$. Measured data shows that there are no big differences between all the 3 strengthening methods and Measure data range is $-264{\mu}{\varepsilon}{\sim}+216{\mu}{\varepsilon}$. Measured shrinkage is on trend slightly increase till 3~5weeks after removal of forms and then decrease. But amount of shrinkage are very low for all the slabs and there are no probabilities of concrete crack by shrinkage.

• Tunnel and Underground Space
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• v.9 no.1
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• pp.48-55
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• 1999

One of the major roles of concrete lining is the supplementary support of ground load. Therefore, if there are cracks or deformation found in the lining, the causes should be carefully examined. Tunnel Soundness Evaluation System (DW-TSES) was developed to meet such requirements. Main facility of the system was intended to find the probable causes on the basis of the apparent changes in lining and the environmental conditions. It also includes facilities for evaluating the soundness of a tunnel and indicating the method for repair or reinforcement. The characteristic feature of damages is used for reasoning in case of deterioration and leakage, and artificial neural network is used in external pressure. This process depends on the results of the case analyses and FDM, which have a collection of the typical features of different types of damages as well as the unusual changes caused by the external pressure. The comparison of the outputs of this system with those of expert's diagnoses draws the following conclusions. 1) Artificial neural network was a suitable tool to find to causes of damages by external pressure. 2) The environmental conditions improved the accuracy in reasoning. 3) The result of finding causes and evaluating soundness was helpful to suggest effective methods concerning tunnel maintenance.

• Economic and Environmental Geology
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• v.40 no.5
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• pp.661-673
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• 2007

Rock materials of the three-storied stone pagoda in the Cheongryongsa temple in Korea are mainly composed of gneissose two-mica granite and fine-grained granite. This stone pagoda shows structural instability due to cracks and breaking-out of the stones. The surface properties of the stone is highly degraded by various inorganic pollutants and epilithic biospecies. Therefore, this study carried out comprehensive deterioration diagnosis by non-destructive methods, and some conservation treatments base on the diagnosis were carried out to reduce weathering progress. As the treatments, the biospecies and lichen that covering on the stone surfaces were removed by dry and wet cleaning, and degraded concrete applied to the pagoda for restoration in the past was removed and repaired with epoxy resin. Oxidized iron plates inserted between the rock properties were also substituted titanium stainless steels. After all processes are completed, we sprayed consolidant on the rock surface. Finally, the ground of the stone pagoda was rearranged using small rock aggregates, and the fence was established for control of artificial deterioration by visitors and environmental maintenance.

• Journal of the Korea institute for structural maintenance and inspection
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• v.20 no.4
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• pp.144-152
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• 2016

This paper focuses on the experimental study for investigating the performance for lap splice of hooked or headed reinforcement in beam with different depths. In the experiment, seven specimens, with its variables as the lap length of headed or hooked bar, the existence of stirrups, etc., was manufactured. Bending test was conducted. Lap strengths by test were compared with the theoretical model based on KCI2012. The result showed that the cracks at failure mode occurred along the axial direction to a headed bar. The initial stiffness and the stiffness after initial crack were similar for all specimens. For HS series specimens without stirrups, a 25% increase in lap length was increased 11.8~18.1% maximum strengths. For HH series specimens without stirrups, a increase in lap length did not affect the maximum strengths because of the pryout failure of headed bar. For HS series specimens, the theoretical lap strengths based on KCI2012 considering the B grade lap and the reduction factor for stirrup were evaluated. They are smaller than the test strengths and can ensure the safety in terms of strength capacity. For HH series specimens, the stirrups in the lap zone are needed to prevent the pryout behaviour of headed bar.

• International Journal of Highway Engineering
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• v.9 no.3
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• pp.111-121
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• 2007

During the whole month of December in 2005, Korea experienced both heavy snowfall and freezing temperature in southeast regions, which had caused frost related damages to many pavements laid on top of box culverts. In-situ observation revealed that the formation of ice lenses in subgrade and subsequent unbound layers led to upward heaving and transverse cracks in concrete and asphalt pavements. This has affected the long-term performance of pavements, as well as has threatened drivers' safety for a while. Recently, Korea Expressway Corporation has proposed a design guide to better protect newly constructed unbound pavement layers over culverts from frost heave. A trench drainage system has been selected to effectively draw off water and to alleviate pore-water pressure in soils during the coldest season. This paper presents experimental and analytical backgrounds behind this new design guide. Soil specimens retrieved from the sites are tested to quantify clay content and to estimate the permeability of subgrade. A 2-D ground seepage analysis has been conducted to better understand the changes in pore water pressures as a function of grain size. Finally, an optimum size of trench drainage is determined based on numerical analysis and workability in the field.

• Journal of the Korea institute for structural maintenance and inspection
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• v.25 no.6
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• pp.19-26
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• 2021

The seismic isolation system have been applied in order to protect the collapse of bridge by seismic load and the vertical load transmitted from the superstructure. However, the failure and damages of non-shrinkage mortar, isolator and wedge in total 12 bridge were reported by Pohang Earthquake. In this study, the damage mechanism and behavior characteristics of elastomeric bearing by an earthquake were evaluated to consider the seismic isolation system including non-shrinkage mortar and the seat concrete of pier. To discuss the effect of installed wedge and damage mode of elastomeric bearing, the compressive-shear tests were carried out. Also, the mechanical behaviors and damage mechanism for each component of elastomeric bearing were evaluated by using finite element analysis. From the test results, the cracks were created at boundary between non-shrinkage mortar and seismic isolator and the shear loads were rapidly increased after bump into wedge. The cause for damage mechanism of seismic isolation system was investigated by comparing stress distribution of anchor socket and non-shrinkage mortar depending on wedge during earthquake.

• Journal of Korean Tunnelling and Underground Space Association
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• v.20 no.6
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• pp.957-972
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• 2018

Tunnels constructed in cold regions can cause serious defects such as cracks and leaks due to external temperature changes in the portals and vents. In order to prevent the freezing damage of the tunnel, appropriate measures should be applied to the section where the freeze damage is concerned. However, the specific criteria and contents for judging whether or not the anti-freeze measures are applied are not presented. In this study, the laboratory freezing tests on the temperature changes of the concrete specimens under freezing conditions were carried out. And the freeze-thaw repetition cycle (F), which can judge the possibility of freezing damage, were presented based on the heat transfer quantity (W) by experimental results of case studies. Also, we propose a classification of cold regions considering the climatic characteristics of Korea for using it to efficient design and maintenance.

• Journal of the Korea institute for structural maintenance and inspection
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• v.23 no.5
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• pp.111-117
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• 2019

Shear experiments were carried out to evaluate shear performance of SFRC deep beams with end-anchorage of SD600 high strength headed reinforcing tensile bars. The experimental variables include the end-anchorage methods of tensile bars (headed bar, straight bar), the end-anchorage lengths, and the presence of shear reinforcement. Specimens with a shear span ratio of 1 showed a pattern of the shear compression failure with the slope cracks progressed after the initial bending crack occurred. Specimens with end-anchorage of headed bars (H-specimens) showed a larger shear strengths of 5.6% to 22.4% compared to straight bars (NH-specimens). For H-specimens, bearing stress reached 0.9 to 17.2% of the total stress of tensile bars up to 75% of the maximum load, and reached 22.4% to 46%. This shows that the anchorage strength due to the bearing stress of headed bars has a significant effect on shear strength. The experimental shear strength was 2.68 to 4.65 times the theoretical shear strength by the practical method, and the practical method was evaluated as the safety side.

• Journal of Korean Tunnelling and Underground Space Association
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• v.21 no.5
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• pp.717-733
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• 2019

In this study, lining thickness distribution and its behind state (particularly, its void state) were analyzed using the GPR survey data performed on three currently operating NATM tunnels. Results of GPR analysis showed that void areas were mostly detected between concrete lining and primary support, particularly, near the crown of the tunnels. The lining thickness in the left-hand side of the tunnel was different from that of the right-hand side by 8.6~253.5 mm when measured in transverse direction. It was also found that longitudinal cracks were prevailed in the area lining thickness was sharply changed. Longitudinal thickness distribution at the crown was also studied and tested by performing 3 goodness-of-fit tests in order to find the most suitable thickness distribution. Normal distribution (or similar distribution) fit most suitably to the measured data if the measured average thickness was larger than designed one; Gamma and/or Inverse Gauss distribution fit to the measured data reasonably well if the measured average thickness was less than the designed value of thickness. Since actual lining thickness can be a potential index when assessing the state and safety of the unreinforced NATM tunnel lining, measuring of the lining thickness with GPR survey might be needed rather than assuming the thickness is always constant and same with the designed value.