• 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.13 no.1
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• pp.223-228
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• 2011

The initial joint width design of the terminal joint between post-tensioned concrete pavement (PTCP) and jointed concrete pavement (JCP) was studied in this research. The joint width between PTCP and JCP directly affects noise and ride quality. If the initial joint width is very large, noise increases and ride quality decreases. If the initial joint width is very small, on the other hand, under high temperatures, PTCP slabs can blow up, or failures near the joint can occur due to excessive compressive stresses. The terminal joint width behavior between PTCP and JCP near Jumunjin at Donghae expressway under temperature changes was measured in August and November 2010 and the data was analyzed. From this study, the design methodology of the optimal initial terminal joint width was proposed.

• Korean Journal of Construction Engineering and Management
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• v.9 no.6
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• pp.268-276
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• 2008

In highway construction projects, concrete pavement productivity has been challenged with constructors and decision-makers; at present there are few methods available to accurately evaluate the factors impacting on it. Any inefficient method to analyze it leads to the excessive schedule, higher rehabilitation costs, shorter service life, and reduction of ride quality. To implement these negative outcomes, constructors or decision-makers need a systematic tool that can be used to categorize the factors related to construction productivity. This paper applies multiple regression technique for productivity analysis of the Jointed Plane Concrete Pavement (JPCP), identifies the significant factors, and provides a predictive model assisting in monitoring and managing the productivity of the JPCP construction process. The completed and progressive projects are employed to derive and assess the proposed model. The results are analyzed to illustrate its capabilities.

• International Journal of Concrete Structures and Materials
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• v.18 no.3E
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• pp.145-150
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• 2006

An experiment with the objective of providing guidelines for joint depth determination and timing of contraction joint sawcutting to avert uncontrolled cement concrete pavement cracking has been conducted. Theoretical analysis and laboratory tests were performed to help in understanding and analyzing the field observation. Using two-dimensional elastic fracture mechanics, the influence of several parameters on crack propagation was delineated by a parametric study, involving initial notch ratio, joint spacing, Young's modulus and thermal expansion coefficient of concrete, temperature gradient, and modulus of subgrade reaction. Bimaterials made of rock plus cement mortar and rock plus polymer mortar were applied to the concrete in a field test section, and they were subjected to fracture tests. These tests have shown that fracture mechanics is a powerful tool not only in judging the quality of the jointed cement concrete pavement but also in providing a criterion for crack propagation and delamination. Based on fracture mechanics, a method is proposed to determine the joint depth, sawcut timing, and spacing of the jointed cement concrete pavement. This method has successfully been applied to a test section in Seohaean expressway. This study also summarizes the research results obtained from a field test for jointed plain concrete pavement, which was also carried out on the Seohaean expressway.

• Journal of the Korean Society of Hazard Mitigation
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• v.9 no.5
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• pp.31-38
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• 2009

The primary objective of this study was to estimate the deterioration degree of jointed concrete pavement which was major concrete pavement type in Korea. First of all, visual survey of concrete pavement was performed to observe deterioration types. In the result of visual survey, the majority of concrete pavement deterioration was investigated in joint area. It is appeared that most of the distresses are durability cracking and joint distress. Second, concrete core specimens were taken from eight locations including good section (4 locations) and bad section (4 locations) based on visual survey. The deterioration reasons of concrete pavement were analyzed with ultrasonic pulse velocity test, splitting tensile strength test, and image analysis for concrete core specimens. Among the image analysis test result for 21 concrete core specimens, only two specimens satisfied the Kansas DOT criteria of spacing factor, $250\;{\mu}m$, and the remains of 19 specimens were estimated to be above $250\;{\mu}m$. The durability factor of concrete was estimated very low. As a result, it was analyzed that the main deterioration reason of the deteriorated jointed concrete pavement was to be freezing and thawing damages.

• Proceedings of the Korea Concrete Institute Conference
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• 2009.05a
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• pp.253-254
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• 2009

This study was conducted to estimate deterioration reason of jointed concrete pavement. Image analysis tests were performed according to ASTM C 457 using concrete core specimens. Durability factors were estimated according to spacing factor, which is related with air content and air-void information. Test results show that spacing factors of most specimens were estimated above 250$\mu$m so that investigated concrete pavement has the problem of freeze and thawing resistance.

• International Journal of Highway Engineering
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• v.3 no.1 s.7
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• pp.165-176
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• 2001

Joints in jointed concrete Pavement are designed to control against randomly occurred cracks within slabs, which may be caused by temperature or moisture variation. The advantage of these artificial cracks (joints) over naturally occurred cracks are easy access of protections, such as installation of joint seal and load transfer mechanism. The potential benefits of joint seals are to prevent infiltration of surface water through the joint into underlying soil and intrusion of incompressible materials (debris, fine size aggregate) in to the joint, which may prevent weakening of underlying soils and spallings due to excessive compressive stress, respectively. For the adequate design of joint seal, horizontal variation of joint widths (horizontal joint movements) are essential inputs. Based on long-term in-situ joint movement data of sixteen jointed concrete pavement sections in Long Term Performance Pavement Seasonal Monitoring Program (LTPP SMP), it was indicated that considerable Portion of joints showed no horizontal movements with change in temperature. This Phenomenon is called 'Joint Freezing'. Possible cause for joint freezing is that designed penetrated cracks do not occur at a joint. In this study, a model for the prediction of the ratio of freezing joints in a particular pavement sections is proposed. In addition, possible effects of joint freezing against pavement performance are addressed.

• Journal of Industrial Technology
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• v.19
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• pp.245-251
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• 1999

The joint in the concrete pavement provides a control against transverse or longitudinal cracking at slab, which may be caused by temperature or moisture variation during or after hydration. Without control of cracking, random crack may cause more serious distresses and result in structural or functional failure of pavement system. Sometimes, joint itself, purposed to control crack, may cause a distresses in joint due to its inherent weakness in structural integrity. Thus, the load transfer capacity in joint is very important for serviceability and durability. The purpose of this dissertation was to develop an evaluation system at joints of jointed concrete pavement using finite element analysis was performed using ILLI-SLAB program with a selected variables which might affect fairly to on the performance of transverse joints. The most significant variables were selected from precise analysis. It was concluded that the variables which most significantly affect to pavement deflections are the modulus of subgrade reaction(K) and the modulus of dowel/concrete interaction(G), and limiting criteria on the performance of joints at JCP at 300pci, 500,000 lb/in. respectively.

• International Journal of Highway Engineering
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• v.7 no.2 s.24
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• pp.77-86
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• 2005

A spalling model for jointed connote pavements(JCP) was developed using the data of distresses, climates, and materials at the sections of long-term pavement performance(LTPP) investigation. The total of forty-four spatting distress data was collected at twenty-two JCP LTPP sections in 1999 and in 2004. In addition, the data of climates, geometric shapes of the slabs, and material properties was also collected at those times. Factors significantly influencing the spalling distress were found by a sensitivity analysis for the data. Consequently, a spatting model was developed by a multi-regression analysis for the factors. The model showed reasonable trend of the spatting development comparing to other foreign models.

• International Journal of Highway Engineering
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• v.9 no.3
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• pp.101-110
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• 2007

Joint Spacing of Jointed Concrete Pavement has been uniformly designed and constructed as six-meter in Korea. However, engineering backgrounds to show the appropriateness of six-meter Joint Spacing has not been provided. In the on-going reseach of the development of Korea Pavement Reseach Program(KPRP), the optimum Joint Spacing is suggested as 6 to 8 meters according to the regional climatic conditions based on the mechanical-empirical analysis of short-term and long-term pavement distress. This study is a part of the investigation on the adequateness of Joint Spacing design specification suggested in KPRP. Joint Spacing was design and constructed as seven-meter Joint Spacing suggested as design specification in Korea Reseach Program(KPRP) and monitored the Load Transfer Efficiency(LTE), Random crack and compared with those of adjacent $6{\sim}7$ meter Joint Spacing concrete section.