## 3 Cracking Behavior of CRCP Sections in Belgium
This illustrates that the deeper saw-cut could be more effective than the shallower saw-cut in inducing early-age cracks from pre-defined locations (saw-cut tips) of the CRCP sections. Even in the later-age of CRCP, these partial surface saw-cuts remained quite active for initiating new more cracks, as demonstrated in Table 2.  
Figure 4: Partial surface saw-cut at the outer edge of the concrete slab. The cracking characteristics of the crack pattern in terms of cumulative crack spacing distributions on the CRCP sections of both Motorway E313 and E17 are illustrated in Figure 3:0 Owing to the passive nature of crack development, the CRCP sections on Motorway E17 exhibited only 27% of total cracks within a desirable range of crack spacing (0.6-2.4 m) and more than 50% of total cracks were spaced less than 0.6 m (closely-spaced cracks), as shown in Figure 3:1 Therefore, the crack pattern observed on the E17 sections was categorized as low mean crack spacing, which posed a potential risk of punch-out formation, as demonstrated in Figure 3:2 On the other hand, a favorable crack spacing distribution (0.6-2.4 m) of the crack pattern was observed on the active crack control CRCP sections. For deeper saw-cut sections, only 13% of total cracks were spaced less than 0.6 m, and more than 74% of cracks were within a favorable cracking spacing range of 0.6 m to 2.4 m. Meanwhile, in the case of shallower saw-cut sections, 66% of total cracks were within this range [12; 13; 20; 44]. Based on these field findings, the partial surface deeper saw-cuts could be employed as the most effective crack induction method to induce cracks at pre-defined locations of the CRCP section, as shown in Figure 3:3  
Figure 3:4 Active crack development on the Motorway E313 section. Figure 3:5 Comparison of cumulative crack spacing distribution between active crack control and passive crack control CRCP sections. \begin{table}
\begin{tabular}{c c c c c c c c c c c c} \hline \hline \multirow{2}{*}{**Road Section**} & \multirow{2}{*}{**Length (m)**} & \multirow{2}{*}{**Age (Days)**} & \multirow{2}{*}{**No. of Notches**} & \multirow{2}{*}{**No. of Cracks**} & \multirow{2}{*}{**No. of Cracks at**} & \multirow{2}{*}{**No. of Cracks at**} & \multirow{2}{*}{**Effectiveness of**} & \multirow{2}{*}{**0**} & \multirow{2}{*}{**0**} & \multirow{2}{*}{**0**} & \multirow{2}{*}{**0**} & \multirow{2}{*}{**0**} & \multirow{2}{*}{**0**} & \multirow{2}{*}{**0**} & \multirow{2}{*}{**0**} & \multirow{2}{*}{**0**} & \multirow{2}{*}{**0**} \\  & & & **(N1)** & & **(N2)** & & & & & & & \\ \hline \multirow{4}{*}{60 mm} & 1100 & 4 & 897 & 193 & 191 & 21.3 & 98.9 & 0 & 0 & 1.1 \\  & 1100 & 65 & 897 & 664 & 555 & 61.9 & 83.5 & 2.4 & 7.7 & 6.4 \\  & 1100 & 204 & 897 & 762 & 997 & 66.6 & 78.4 & 3.8 & 9.8 & 8.0 \\  & 1100 & 378 & 897 & 775 & 606 & 67.6 & 78.2 & 3.8 & 9.9 & 8.1 \\  & 500 & 123 & 422 & 417 & 245 & 58.1 & 58.7 & 9.4 & 15.9 & 16.0 \\ \hline \multirow{2}{*}{30 mm} & 500 & 262 & 422 & 497 & 281 & 66.5 & 56.5 & 8.7 & 17.5 & 17.3 \\  & 500 & 436 & 422 & 502 & 285 & 67.5 & 56.8 & 8.6 & 17.3 & 17.3 \\ \hline \hline \end{tabular}
\end{table} 
Table 2: Active crack characteristics on the Motorway E313 section [12,13]. Hence, the crack control method in the form of the partial surface saw-cut (60 mm) is assumed as the most appropriate and effective crack induction method for the reinforcement design layout of ARCP in the present study. The variation of steel stresses along the length of continuous longitudinal steel bars at the crack interface is used to decide the length of partial steel bars for the reinforcement design of ARCP [37]. Based on this concept, the overall amount of longitudinal reinforcement is reduced by replacing the continuous steel bars with partial length ones.