Backfill is one of the key elements of deep geological disposal. The backfill material is used to fill disposal tunnels and is mainly composed of swellable clay, preventing the migration of nuclide and structurally supporting the tunnel. The selection and application of backfill material are critical for the stable and efficient disposal of spent fuel. Therefore, it is essential to secure various candidate materials for backfill and to comprehensively understand the properties and behavior of these materials. Recently, the Korea Atomic Energy Research Institute has selected a candidate material called Bentonil-WRK and is evaluating its applicability. To utilize this material as backfill, the safety function of a mixed backfill concept, consisting of sand and Bentonil-WRK, was assessed. The swelling pressure was measured as a function of dry density for a bentonite/silica sand mix ratio of 3/7. The results showed that the swelling pressure ranged from 0.15 to 0.273 MPa, depending on the dry density, with higher dry densities resulting in higher swelling pressures. The measured swelling pressure met the target performance criteria suggested by SKB and Posiva (i. e., 0.1 MPa), but did not meet the design requirement for swelling pressure (i. e., 1 MPa). This indicate the need for further research after increasing the mass fraction of bentonite (e. g., mix ratio 4/6 or more). The results of this study are expected to be used in the selection of candidate backfill materials and the establishment of design guidelines for engineered barrier backfill.

PURPOSES : In this study, an eco-friendly mastic asphalt backfill material is developed to reduce production and construction temperatures by 40 ℃ compared with those recorded when using conventional hot-mix mastic asphalt backfill materials. METHODS : To reduce the production and construction temperatures, SIS polymer modifiers and gum rosin were selected, and gum rosin-modified SIS materials were applied to the mastic asphalt binder mix design. SIS is less viscous than SBS at high temperatures owing to its thermal characteristics, and incorporating gum rosin into SIS causes the latter to exhibit a loose and soft structure. To improve the performance of the mastic asphalt modified with SIS and gum rosin, three different filler mixes, i.e., 100% PMMA, 50% PMMA and 50% calcium carbonate, and 40% PMMA and 60% calcium carbonate were applied. RESULTS : The rosin-modified SIS reduces the viscosity of the developed mastic asphalt binders. In particular, incorporating 3.7% of gum rosin is beneficial to the mastic binder and does not degrade its low-temperature performance. Similarly, using 100% PMMA as a filler improves the performance but results in workability issues at high temperatures. CONCLUSIONS : Rosin-modified SIS and PMMA are promising alternatives for increasing the workability at high temperatures while maintaining the target performance of grade PG82-22 binders if the appropriate ratio of calcium carbonate is mixed with PMMA and an alternative filler comprising calcium carbonate is used.

PURPOSES : In this study, we propose a mini-trench method, which involves using warm mix Guss mastic asphalt as a backfill material and an installation temperature of 160 ℃. The method is verified via a heat transfer analysis of a pavement using the finite element method. METHODS : First, the density, thermal conductivity, and specific heat required for heat transfer analysis were determined based on previous studies. Subsequently, the boundary conditions for convection and radiation to perform the heat transfer analysis were determined. The pavement temperature, which is the initial condition of the analysis, was determined based on the summer pavement temperature distribution using the temperature prediction program of the Korean pavement Research Program. Heat transfer analysis was performed by determining the temperature of the backfill material based on 160 °C and 200 °C for the heat load temperatures. The temperature change was observed on the backfill surface, and the temperature change of the conduit was observed directly. RESULTS : When the pavement surface temperature for traffic opening is 50 °C, the backfill thickness ranges from 50 to 250 mm, the warm mix Guss mastic asphalt requires 2 h to 5 h, 15 min until traffic opening, and the hot mix Guss mastic asphalt requires 2 h, 30 min to 6 h, 40 min until traffic opening. The limit temperature of the conduit evaluated based on KS C 8454 shows that the warm mix Guss mastic asphalt does not satisfy the standard when the backfill concrete cover is 50 mm thick, whereas the hot mix Guss mastic asphalt does not satisfy the standard when the concrete cover is 50 and 100 mm thick. CONCLUSIONS : The backfill depth of the mini-trench using warm mix Guss mastic asphalt as a backfill material should be less than 100 mm, considering the traffic opening time. Meanwhile, the thickness of the backfill concrete should be 100 mm or less.

This research evaluates the applicability of ponded ash in the production of backfill material. From various ponded ash/sand ratios, cement, and air foam conditions, test specimens were developed to investigate many engineer properties of backfill material. Then, the falling weight deflectometer and excavation tests were carried out to determine the behavior of the material in the actual testbed. The test results suggested that all mixtures achieved optimal flowability performance with acceptable stiffening time. It is indicated that the compressive strength increased as ponded ash and cement contents increased, but the strength decreased with an increase in air-foam content or number of freeze-thaw cycles. From the testbed results, it was found that utilizing 100% ponded ash in the production of backfill material is very promising for sustainable development purpose.