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    structural members under service loads.
    Recently, an experimental test on a full-scale model of a
    steel and concrete composite plate girder with prefabricated
    slabs under hogging moments was cautiously conducted and
    observed in order to study crack control [7]. From the study,
    it was concluded that initial crack spacing of the slab in the
    composite girder with prefabricated slabs can be wider than
    those of general RC beam structures. Also, it is considered
    that crack widths of the composite girder with prefabricated
    slabs were more enlarged in weak surfaces of construction
    joints. Moreover, the crack spacing is decisively influenced by
    transverse reinforcement spacing. Therefore, it is necessary to
    consider the existence of construction joints and the influence
    of transverse reinforcement spacing on the crack spacing in the
    calculation of crack width.
    In this study, an experimental test on a full-scale model of
    a continuous composite two-girder bridge with prefabricated
    slabs was cautiously conducted and observed in order to study
    crack control. The bridge is a 2-span continuous composite
    girder with spans of 15 m for a total span of 30 m. The design
    of the deck has been conducted considering the real dimensions
    applied for highway bridges. Girder spacing of 2.5 m has been
    designed taking into regard the deck span of ordinary multi-
    girder composite bridges.
    Static loading test has been conducted to observe the elastic
    and cracking behaviour. After a survey of the crack width
    developed at the bottom of the decks located in the loaded
    sections and at the top of the decks near the internal supports,
    fatigue load was applied one million times, followed by static
    loading test up to 900 kN, the maximum capacity of the
    actuator. Deflection, relative slip, crack widths and moment
    curvature curve of the composite section under static and
    fatigue loadings were observed. Crack distributions and crack
    spacing were viewed. The composite section behaviour of the
    precast deck with loop joints was confirmed. Test results were
    analyzed by finite element analysis and design methods. The
    flexural stiffness of the composite section is compared with that
    of the proposals in EUROCODE 4-2 [4] and discussed.
    2. Experimental works
    2.1. Bridge prototype
    The thickness of the deck has been determined so as
    to satisfy the minimum thickness specifications [9] and
    on the basis of previous research results [7,8] on joint
    details. Transverse pre-tension was introduced in the transverse
    direction of the deck. Pre-tension level was determined so that
    the deck resists the bending moment produced by the dead
    load during the transport and the transverse bending momentdeveloped in the deck due to design live load. Twenty four
    tendons of diameter 12.7 mm were arranged transversely in
    each prefabricated slab. Transverse pre-tension appears to be
    required especially in case of transverse long precast decks.
    Diameter of transverse reinforcement was 13 mm. The ratio of
    longitudinal reinforcement was 1.28% of which diameter was
    16 mm.
    Vertical stiffeners have been disposed at regular intervals
    in the girder in order to prevent shear buckling of the web
    plate, and cross beams have been installed at the supports.
    Except near the interior support, spacing of vertical stiffeners
    is three times the girder height because the tension-field action
    is assured. Horizontal stiffeners are not installed anywhere. The
    thickness of vertical stiffeners was 14 mm. The dimensions of
    the precast deck are illustrated in Fig. 1(c), and a total of 15
    decks with width of 2.04 m were installed transversely on the
    girders. Three shear connectors per shear pocket were disposed
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