• International Journal of Highway Engineering
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• v.13 no.4
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• pp.117-122
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• 2011

Asphalt concrete pavement can be widely seen on urban streets, highways, parking lots, and bike trails. Asphalt concrete pavement is relatively temperature sensitive materials due to the viscoelastic behavior, which can be defined as flexible performance in summer and rigid performance in winter. In terms of maintenance, it can be fixed quite easily if damaged. In addition, asphalt concrete pavement is generally found to be black and grey in color. However, several colors can be adopted to change the appearance of plain old boring, black and grey. Generally, there are two types of color systems in hot mix asphalt concrete materials. One system uses colored cementitious material that is applied to pavement surface through coating the surface of the asphalt pavement. The major disadvantage to this system requires a careful skill set to be used on the construction site in order to prevent taking off the cementitious material. The other coloring system colors the asphalt hot mixtures through using color additives. The main advantage to this system is that the asphalt pavement layer is colored using the same techniques that are already used in paving. The disadvantage is that the colors are limited to mainly reds and browns. In this study, a suggested color additive was evaluated, based on rutting, moisture sensitivity, and fatigue cracking performance.

• International Journal of Highway Engineering
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• v.13 no.4
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• pp.81-91
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• 2011

This study was conducted to evaluate the necessity of the anchor lug system in continuously reinforced concrete pavement(CRCP) by comparing longitudinal displacements of CRCPs with and without anchor lugs, and to investigate the effect of horizontal cracking on CRCP performance by measuring the vertical displacements. The measurements before and after the anchor lug section was separated were conducted for 12 days in June, and for 14 days in August after the abrupt displacements according to cutting disappeared, respectively. This short term measurement results showed that when anchor lugs were installed, a daily displacement variation at any location was less than 0.1mm; therefore, longitudinal movements were negligibly small. When there were no anchor lugs, longitudinal displacements mainly occurred near the free end and the displacement variation was small; therefore, an expansion joint system seems to be employed at a CRCP terminus without installing anchor lugs. However, further studies are needed to verify the terminus behavior due to annual temperature changes. The horizontal crack width variation was ignorable and did not affect the vertical displacement of the slab. Therefore, the horizontal crack did not delaminate the slab and did not seem to reduce the structural capacity and performance of CRCP.

• International Journal of Highway Engineering
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• v.13 no.4
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• pp.51-59
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• 2011

Tensile stress occurs and random crack develops in concrete pavement slab when it contracts by variation of temperature and humidity. The tensile stress decreases and the random crack is minimized by sawcutting the slab and inducing the crack with regular spacing. The random crack, joint damage, decrease of load transfer efficiency are caused by too wide joint spacing while too narrow joint spacing leads to increase of construction cost and decrease of comfort. A mechanistic-empirical joint spacing design method for the concrete pavement was developed in this study. Structurally and environmentally weakest sections were found among the sections showing good performance, and design strengths were determined by finite element analysis on the sections. The joint width for which the load transfer efficiency is suddenly lowered was determined as allowable joint with referring to existing research results. The maximum joint spacing for which the maximum tensile stress calculated by the finite element analysis did not exceed the design strength were found. And the maximum joint width expected by the maximum joint spacing were compared to the allowable joint width. The new method developed in this study was applied to two zones of Hamyang-Woolsan Expressway being designed. The same joint spacing as a test section constructed by 8.0m of joint spacing wider than usual was calculated by the design method. Very low cracking measured at 6 years after opening of the test section verified the design method developed in this study.

• Journal of the Korea Concrete Institute
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• v.22 no.6
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• pp.859-866
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• 2010

To overcome weak and brittle tensile characteristics of concrete, many studies have been conducted on fiber reinforced concrete (FRC). Recently, high performance fiber reinforced cementitious composites (HPFRCC), which shows strain hardening behavior, has been actively investigated. However, most of the studies focused on the material behavior of HPFRCC itself. Only a few studies have been conducted on the tensile behavior of HPFRCC with steel reinforcement. Therefore, a tension stiffening test for HPFRCC members has been conducted in this study in order to investigate the effect of a reinforcing bar on the tensile behavior of HPFRCC. Tensile stress-strain relationship of HPFRCC has been derived from the tests. The HPFRCC resisted tensile stress continuously from the first cracking to the yield of reinforcing bar. Through the comparison with the tensile behavior of HPFRCC members without a reinforcement, it was shown the tensile strength and capacity of HPFRCC were reduced due to the combined effect of the high shrinkage of HPFRCC, restraining effect of steel reinforcement, and the strain hardening behavior of HPFRCC. It is expected that the tension stiffening test results can be useful for an application of HPFRCC with steel reinforcement as structural members.

• Journal of the Korea Concrete Institute
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• v.25 no.6
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• pp.631-639
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• 2013

Non-linear finite element analysis for newly developed precast concrete details for beam-to-column connection which can be used in moderate seismic region was carried out in this study. Developed precast system is based on composite structure and which have steel tube in column and steel plate in beam. Improving cracking strength of joint under reversed cyclic loading, joint area was casted with ECC (Engineering Cementitious Composites). Since this newly developed precast system have complex sectional properties and newly developed material, new analysis method should be developed. Using embedded elements and models of non-linear finite element analysis program ABAQUS previously tested specimens were successfully analyzed. Analysis results show comparatively accurate and conservative prediction. Using finite element model, effect of axial load magnitude and flexural strength ratio were investigated. Developed connection have optimized performance under axial load of 10~20% of compressive strength of column. Plastic hinge was successfully developed with flexural strength ratio greater than 1.2.

• Journal of the Korea Concrete Institute
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• v.14 no.3
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• pp.357-364
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• 2002

The resistance curves (R-curves) for 381 m crack extension of CLWL-DCB specimens had been determined. The average velocities of the crack extension measured with strain gages were 0.70 and 55 ㎜/sec. The measured rotation angle of the notch faces showed the existence of the singularity at least before 171 and 93 mm crack extensions for the 0.70 and 55 ㎜/sec crack velocities, respectively. The maximum slopes of the R-curves occurred between 25 and 89 ㎜ crack extensions for 0.70 ㎜/sec crack velocity and between 51 and 127 ㎜ crack extensions for 55 ㎜/sec crack velocity During the maximum slopes of the R-curves, the micro-crack localization can be expected, and faster crack velocity may form longer micro-cracking and micro-crack localizing zones. The fracture resistance of 0.70 ㎜/sec crack velocity reached a roughly constant maximum value of 143 N/m at 152 ㎜ crack extension, while that of 55 ㎜/sec crack velocity increased continuously to 245 N/m at 254 ㎜ crack extension and then decreased to the value of 0.70 ㎜/sec crack velocity. The R-curve of 55 ㎜/sec crack velocity was similar to that of the small size three-point bend test, and it showed that small size specimen or fast crack velocity could cause more brittle behavior.

• Journal of the Korea Concrete Institute
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• v.23 no.3
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• pp.295-301
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• 2011

Recently, the use of UHPC made of superplasticizers, silica fume, and steel fibers has been increasing worldwide. Although UHPC has a very high strength as well as an excellent durability performance due to its dense microstructures, earlyage cracks may occur due to the high heat of hydration and autogenous shrinkage caused by low W/B and high unit cement content. The early-age shrinkage cracking of UHPC can be controlled by using the shrinkage reducers and expansive admixtures having autogenous shrinkage compensation effect. In this paper, ultrasonic pulse velocity of UHPC containing shrinkage reducers and expansive agents was measured to predict its stiffness change. Also, the effect of shrinkage reducers and expansive agents on the autogenous shinkage of UHPC was investigated through the shrinkage test of UHPC specimens. Furthermore, the material coefficients of autogenous shrinkage prediction model were determined using the autogenous shrinkage values of UHPC with age. Consequently, the test results showed that, by adding shrinkage reducers and expansive agents, the stiffness of UHPC was rapidly developed at early-ages and the autogenous shrinkage was considerably reduced.

• Journal of the Korea Concrete Institute
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• v.29 no.1
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• pp.43-51
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• 2017

As per current seismic design codes, diagonally reinforced coupling beams are restricted to coupling beams having aspect ratio below 4. However, a grouped diagonally reinforcement detail makes distribution of steel bars in the beam much harder, furthermore it may result in poor construction quality. This paper describes the experimental results of concrete coupling beam reinforced with high-strength steel bars (SD500 & SD600 grades). In order to improve workability for fabricating coupling beams, a headed large diameter steel bar was used in this study. Two full-scale coupling beams were fabricated and tested with variables of reinforcement details and aspect ratio. To reflect real behavior characteristic of the beam coupling shear walls, a rigid steel frame system with linked joints was set on the reaction floor. As a test result, it was noted that cracking and yielding of reinforcement were initially progressed at the coupling beam-to-shear wall joint, and were progressed to the mid-span of the coupling beam, based on the steel strain and failure modes. It was found that the coupling beams have sufficient deformation capacity for drift ratio of shear wall corresponding to the design displacement in FEMA 450-1. In this study, the headed horizontal steel bar was also efficient for coupling beams to exhibit shear performance required by seismic design codes. For detailed design for coupling beam reinforced with high-strength steel, however, research about the effect of variable aspect ratios on the structural behavior of coupling beam is suggested.

• Steel and Composite Structures
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• v.13 no.3
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• pp.239-258
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• 2012

In this paper, experimental investigations on high strength steel (HSS) stud connected steel-concrete composite (SCC) girders to understand the effect of shear connector density on their flexural behaviour is presented. SCC girder specimens were designed for three different shear capacities (100%, 85%, and 70%), by varying the number of stud connectors in the shear span. Three SCC girder specimens were tested under monotonic/quasi-static loading, while three similar girder specimens were subjected to non-reversal cyclic loading under simply supported end conditions. Details of casting the specimens, experimental set-up, and method of testing, instrumentation for the measurement of deflection, interface-slip and strain are discussed. It is found that SCC girder specimen designed for full shear capacity exhibits interface slip for loads beyond 25% of the ultimate load capacity. Specimens with lesser degree of shear connection show lower values of load at initiation of slip. Very good ductility is exhibited by all the HSS stud connected SCC girder specimens. It is observed that the ultimate moment of resistance as well as ductility gets reduced for HSS stud connected SCC girder with reduction in stud shear connector density. Efficiency factor indicating the effectiveness of high strength stud connectors in resisting interface forces is estimated to be 0.8 from the analysis. Failure mode is primarily flexure with fracturing of stud connectors and characterised by flexural cracking and crushing of concrete at top in the pure bending region. Local buckling in the top flange of steel beam was also observed at the loads near to failure, which is influenced by spacing of studs and top flange thickness of rolled steel section. One of the recommendations is that the ultimate load capacity can be limited to 1.5 times the plastic moment capacity of the section such that the post peak load reduction is kept within limits. Load-deflection behaviour for monotonic tests compared well with the envelope of load-deflection curves for cyclic tests. It is concluded from the experimental investigations that use of HSS studs will reduce their numbers for given loading, which is advantageous in case of long spans. Buckling of top flange of rolled section is observed at failure stage. Provision of lips in the top flange is suggested to avoid this buckling. This is possible in case of longer spans, where normally built-up sections are used.

• Journal of the Korea Concrete Institute
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• v.17 no.2 s.86
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• pp.171-177
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• 2005

Even though the cost associated with the repair and rehabilitation of existing structures are rapidly increasing, vast number of the repaired and rehabilitated structures do not function properly as expected during their remaining service lives. This paper focused on the flexural behavior of reinforced concrete slabs repaired and reinforced by PS strand and polymer mortar in the tension face. The slabs have the size of 700${\times}120{\times}$2200 m and 700${\times}120{\times}$1300 mm. Variables of experiment were space of strengthening, chipping, the number of strand, the kind of mortar in this experimental study. Attention is concentrated upon overall bending capacity, deflection, ductility and failure mode of repaired and reinforced slabs. Test results show that deflection of repaired and reinforced slabs reduced to approximately $40 \%$ comparison to standard slabs. Boundary cracking of chipping slab started ultimate load afterward. Concrete-mortar interface cracked 64.5 kN in repaired slab with AP mortar and 36.0 kN in repaired slab with general polymer mortar. Reinforcement effect increased with reducing space of strand. Also, Reinforcement effects are more by strand than by polymer mortar.