bluuebunny/crossref_metadata_2025 huggingface dataset:
ANALYSIS OF THE USAGE OF ASSESSMENT CENTER RESULT OF THE PLANNER DEPARTEMENT AT THE RESORT POLICE UNDER THE GREATER METROPOLITAN REGIONAL POLICE
Authors: Khayat Khayat , Asropi Asropi , Rajab Ridwan
Published: January 2025

Assessment center is a facility own by Polri Institution (Republic of Indonesian Police Dept.) that was using to portrait the profile competencies of the officer candidate that will seating a structural position equal to Eselon IV, III and II. The assessment competencies conducted by using serial of testing instruments, therefore the result in form of portrait profile competencies of the candidate can be using as consideration factor during selection and placement process of the officer. The purpose of this research is to understand and to analyze process of the assessment center and utilization of the result during selection and placement process of the Head of Planning Dept. at the Polres (the Regency Police Office) under Polda Metro Jaya (The Greater Jakarta Metropolitan Regional Police). Methodology of the research is qualitative with descriptive approach and data collection by combining interview and review the documentation. Based on result of this research can be defining that process of the assessment center at Polda Metro Jaya has implemented the principles of Objectivity, Necessity, Transparent and Independent. The selection and placement process of the officer under Polda Metro Jaya, beside considering assessment center result also considering other factors as of educational background, experience on duties (positions have been hold before), length of service, performance and behavior, healthiness either physic and mentality, attitude, marital status and aged. Final assessment process in the selection and placement of the officer decided by Policy Committee (Bahasa: Dewan Kebijakan/Wanjak) which was taken in the Policy Committee meeting that consist of Senior Leadership representative (Vice the Head of Greater Jakarta Metropolitan Police/Wakapolda). Inspectorate (Itwasda), Controler (Bidpropam) and Officer of Human Resources Dept. Polda Metro Jaya (Biro SDM). The selection and placement for Head of Planning Dept. at Polres under Polda Metro Jaya by consider number of the available position is limited and the level complexity of its function at each Polres is different therefore solidity of the team is one of the essential point that discuss during Wanjak meeting on top of the skill and capability of the candidate. Based on those conditions, the Wanjak meeting beside discussing and considering result of the assessment center and other factors as describe above also consider other factors as of: factor seniority, factor strategic and factor politics. The decision of Policy Committee which was taken in the Wanjak meeting mean final decision in the selection and placement of the officer under Polda Metro Jaya, inclusive the Head of Planning Dept. at the Polres under Polda Metro Jaya.Keyword: assessment center, placement of the office, MSDM, Polda Metro Jaya
EVALUASI KEBIJAKAN PKH (PROGRAM KELUARGA HARAPAN) DI INDONESIA
Authors: Anggraeni Ayuni Putri , Nugroho Alih Aji
Published: January 2025

Penelitian ini bertujuan untuk mengetahui evaluasi kebijakan program keluarga harapan di Indonesia. Maka dari itu berbagai upaya dilakukan oleh pemerintah contohnya seperti Program Keluarga Harapan (PKH). Kebijakan tersebut merupakan salah satu program yang dicanangkan oleh Kementrian Sosial (Kemensos) sejak tahun 2007 ini bukti pemerintah berusaha dalam menanggulangi kemiskinan di Indonesia. Penelitian dilakukan menggunakan pendekatan kualitatif, yaitu melakukan analisis serta mendeskripsikan tentang hasil evaluasi kebijakan sesuai indikator menurut Langbein (1980). Penggumpulan datanya melalui studi kepustakaan (literatur riview) yang diambil dari artikel, e-book serta sumber elektronik (internet) seperti web resmi dan media digital. Hasil dari penelitian ini yaitu jumlah penerima PKH masih sedikit baru 2,7% dari angka kemiskinan namun tingkat kepuasan masyarakat 93%. Disisi lain masih adanya penyalahgunaan wewenang sehingga 7% yang ada tersebut harus segera ditangani. Adanya fasilitas konsultasi publik yang dinamakan Contact Center yang dibuat oleh Kemensos. Sikap integritas pegawainya yang belum kuat mengakibatkan kebijakan ini tidak berjalan dengan baik. Saran yang diberikan yaitu memberikan pelatihan ke KPM (Kartu Penerima Manfaat), perbaikan dalam merekrut SDM (Sumber Daya Manusia), dan Pendamping PKH menjadi fasilitator tentang informasi pelatihan dan kursus sertfikasi kepada KPM.Â  Kata Kunci: Â Â Evaluasi Kebijakan PKH, Kemiskinan, KPM
MSME Empowerment as the Key to Economic Awakening in Tangerang City
Authors: Timur Aini
Published: January 2025

Pandemi Covid-19 merupakan salah satu bentuk ancaman yang berdampak pada hampir semua sektor kehidupan. Salah satunya adalah sektor ekonomi yang dirasakan oleh Usaha Mikro Kecil dan Menengah (UMKM) di Kota Tangerang. UMKM memainkan peran utama dalam perekonomian, termasuk memperluas kesempatan kerja dan lapangan kerja. Peran UMKM dalam mencapai SDGs adalah pengentasan kemiskinan (SDG 1) dan memastikan mata pencaharian dan pertumbuhan ekonomi (SDG 8). Selain itu, Era Revolusi Industri 4.0 menuntut kreativitas dan fleksibilitas pelaku UMKM dalam memanfaatkan teknologi informasi/komunikasi agar tetap eksis dan berkelanjutan. Tantangan Faktor terbesar UMKM di era ini adalah kemampuan beradaptasi dengan teknologi yang berkembang. Untuk itu, penelitian ini bertujuan untuk mendeskripsikan strategi Dinas Perindustrian, Perdagangan, Koperasi, Usaha Kecil dan Menengah (Dinas IndagkopUKM) dalam memberdayakan UMKM untuk menjaga stabilitas ekonomi pasca pandemi Covid-19. Penelitian ini menggunakan pendekatan kualitatif, analisis deskriptif dengan literatur dan analisis bahan tertulis sebagai sumber data utama. Strategi Pengembangan UMKM di Kota Tangerang oleh Dinas IndagkopUKM sudah cukup baik berupa pelatihan, bimbingan teknis, workshop kewirausahaan dan pemberdayaan melalui Kemitraan Usaha Mikro yang berdampak positif bagi beberapa pelaku UMKM. Namun demikian, Pemerintah juga harus mendorong keterlibatan unsur pentahelix seperti perguruan tinggi, swasta, media dan masyarakat dalam melaksanakan program pendampingan pemberdayaan UMKM di Kota Tangerang.
Kata Kunci: Strategi, Pemberdayaan, Program UMKM
Efforts to Acquire Historical Archives of Betawi Ethnic: A Case Study at National Archives of Indonesia (ANRI)
Authors: Mahira Azra , Suprayogi Mu’min
Published: January 2025

The main objective of this research is to identify efforts to acquire historical archives about Betawi ethnic in the National Archives of the Republic of Indonesia (ANRI). The research method used is a type of case study research with a qualitative approach. The techniques used in data collection were obtained from observations, interviews with 3 informants, literature study, and document study. Based on the results of the study, it can be concluded that ANRI has acquired historical archives about the Betawi ethnic by withdrawal of archive. This collection of archives is in the form of a picture of the life of the Betawi people in Batavia which is included in the Kit Batavia inventory so that it can be seen by the general public and researchers in the reading room of ANRI's static archive. In addition, ANRI has added historical records about ethnic and culture by using the oral history interview method conducted with cultural figures as an effort to acquire archives at ANRI. In the acquisition of historical archives about the Betawi ethnic, ANRI encountered obstacles in the form of the absence of Betawi cultural figures or individuals who submitted their archives to ANRI. In addition, ANRI has never received an offer to acquire archives of historical value on Betawi Ethnic and Culture, either from cultural institutions or cultural figures themselves.
Keyword: static archives, archive acquisitions, archives of historical value, Betawi ethnic archives, oral history interview.
OPTIMIZING HEATED AIR CIRCULATION IN SILO/BIN DESIGN: A PARAMETRIC APPROACH
Authors: Okorie Uche Nelson , Oluka Sylverster Ike
Published: January 2025

Aeration is one of the most essential processes after harvest in guaranteeing food security since it is often employed for grain cooling while the physical qualities of the stored grains are sustained. Aiming to address issues of storage inefficiencies, the research reviewed “Optimization of Heated Air Circulation in Silo/Bin Design: A Parametric Approach.” The method adopted for the study was systematic review of journal articles, conference proceedings, books and other relevant materials. Furthermore, the main method used to find relevant publications for the study was keyword searches in electronic databases such as  Research Gate, Web of Science, Google Scholar and Scopus. Hence,  the study ascertained  that at an optimal temperature range between 10 - 15°C, grain storage facilities can effectively mitigate the risks of moisture accumulation, insect infestation, and microbial growth. More so, the study revealed that the rate of airflow ranging from 0.05 to 0.1 m3 min-1 t-1 are usually utilized in tall steel bins and concrete silos containing small grains, again measurements ranges from 0.1 to 0.2 meter cubed per minute per tonne were suggested for horizontal storage for huge grains. However, the study suggests that SSR model seems to be the most suitable model for optimization of heated air circulation in silo/bin among all the reviewed models because it is capable of describing nearly all the systems’ dynamics.
PERBANDINGAN FILLER PASIR LAUT DENGAN ABU BATU PADA CAMPURAN PANAS ASPHALT TRADE BINDER UNTUK PERKERASAN LENTUR DENGAN LALU LINTAS TINGGI
Authors: Putra Aidil , Sylviana Rika , Srie Gunarti Anita Setyowati
Published: January 2025

Permasalahan yang mungkin terjadi dalam dunia konstruksi dimasa yang akan datang adalah keterbatasan material, terutama dari alam (misal pasir alam). Untuk mengantisipasi hal tersebut dilakukan pengembangan teknologi aspal, misal memanfaatkan material alam lainnya seperti pasir laut. Penelitian ini bertujuan untuk mengetahui nilai stabilitas suatu campuran beton aspal dengan menggunakan material filler pasir laut untuk jalan lalu lintas tinggi dengan menggunakan filler abu batu 4%, serta variasi filler pasir laut 4%, 6%, dan 8%. Penelitian menggunakan uji Marshall dengan menggunakan filler abu batu 4% dan variasi filler pasir laut 4%, 6%, dan 8%. Hasil penelitian menunjukkan nilai stabilitas Mashall Filler pasir laut 8% (1414,17kg) lebih besar dari filler pasir laut 4% (1243,92kg) dan 6% (1300,98kg), karena rongga di dalam aspalnya lebih kecil, sedangkan nilai stabilitas Marshall abu batu 4% lebih besar dari ketiga dari ketiga variasi filler pasir laut, karena gradasi abu batu lebih kecil daripada pasir laut. Penggunaan Filler pasir laut dan abu batu pada campuran panas asphalt trade binder untuk perkerasan lentur jalan lalu lintas tinggi nilai stabilitasnya memenuhi spesifikasi yang ditentukan.
Kata Kunci: Filler, pasir laut, nilai stabilitas Marshall.
PERBANDINGAN ESTIMASI ANGGARAN BIAYA ANTARA BOW, SNI DAN METODE PERHITUNGAN KONTRAKTOR PADA PROYEK RUMAH SUSUN (RUSUN) PULOGEBANG JAKARTA TIMUR
Authors: Mufaris Abdul , Prihesnanto Fajar , Darma Eko
Published: January 2025

Dalam sebuah proyek konstruksi, perkiraan biaya memegang peranan penting dalam penyelenggaraan proyek. Untuk meningkatkan efisiensi dan efektivitas kegiatan pembangunan gedung dan bangunan di bidang konstruksi, diperlukan suatu sarana dasar perhitungan harga satuan yaitu Analisa Biaya Konstruksi. Kontraktor umumnya membuat harga penawaran berdasarkan analisa yang tidak seluruhnya berpedoman pada analisa BOW (Burgelijke Openbare Werken) maupun analisa SNI (Standarisasi Nasional Indonesia). Para kontraktor lebih cenderung menghitung harga satuan pekerjaan berdasarkan dengan analisa mereka sendiri yang didasarkan atas pengalaman terdahulu dalam menyelesaikan suatu pekerjaan konstruksi, walaupun tidak terlepas dari analisa BOW dan SNI. Metode penelitian dalam melakukan analisa Rencana Anggaran Biaya (RAB) yaitu dengan BOW, SNI dan Metode Perhitungan Kontraktor. Dari perhitungan masing-masing analisa rencana anggaran biaya yang ada, didapat perbandingan rencana anggaran biaya antara metode BOW, SNI dan Metode Perhitungan Kontraktor. Rencana anggaran biaya yang ekonomis dengan menggunakan Metode Perhitungan Kontraktor yaitu sebesar Rp 9.846.278.000,- sementara hasil analisa rencana anggaran biaya BOW yaitu sebesar Rp 13.591.871.000,- sedangkan analisa rencana anggaran biaya SNI yaitu sebesar Rp 12.836.347.000,-
Kata kunci: RAB, BOW, SNI, Metode Perhitungan Kontraktor dan Harga Satuan Pekerjaan
PENGGUNAAN BETON MATRAS SEBAGAI BAHAN ALTERNATIF UNTUK PENANGGULANGAN BOCORAN PADA TANGGUL SALURAN IRIGASI
Authors: Tugiran Tugiran , Subari Subari , Suhadi Isman
Published: January 2025

Tanggul saluran irigasi sebagian besar berasal dari bahan tanah karena pemakaian bahan tanah untuk konstruksi tanggul saluran mempunyai nilai atau pertimbangan ekonomi dimana bahan tanah mudah didapat. Tanggul saluran yang mengunakan bahan timbunan tanah pada umumnya mempunyai kelemahan, diantaranya terhadap kekuatan geser dan tigkat rembesannya tinggi. Hal ini perlu mendapat perhatian karena stabilitas tanggul tersebut akan menjadi kritis apabila terjadi rembesan yang cukup tinggi. Salah satu tanggul yang mengalami kebocoran adalah tanggul pada saluran sekunder Irigasi BTT 27 (Bangunan Tarum Timur 27) yang berlokasi di desa Jatisari Sukamandi, Kabupaten Subang, Jawa Barat. Kebocoran telah mencapai angka 11% dari debit di hulu dan hilir saluran atau setara dengan 0,027 m3/ dt sehingga juga menimbulkan potensi kelongsoran. Untuk mengatasi masalah tersebut maka digunakan beton matras yang berupa bahan geotextile yang diisi dengan mortar beton dan diinstalasi pada bidang kebocoran. Kelebihan penggunaan beton matras ini adalah pelaksanaannya mudah dan tidak perlu menunggu air di saluran kering. Hasil dari pemasangan beton matras pada bidang bocor dapat mengurangi angka kebocoran dari 11 % menjadi 2,7 %, kestabilan tanggul ditingkatkan dengan mendesain ulang lebar mercu yang pada awalnya mempunyai lebar 1,5 m sehingga menghasilkan nilai Safety Factor (SF) 0,889 atau lebih kecil dari nilai SF yang disyaratkan 1,2 setelah direncanakan dengan lebar 2 m maka nilai SF meningkat menjadi 1,22 sehingga mempunyai batas aman dari nilai SF 1,2.
Kata kunci : rembesan, debit air, longsoran, beton matras.
KAJIAN TEKNIS BENTUK INTERCHANGE RUAS JALAN TOL KRIAN – LEGUNDI – BUNDER DAN SURABAYA – MOJOKERTO TERHADAP JARINGAN JALAN WARINGIN ANOM KABUPATEN GRESIK
Authors: Budiana Unang , Sylviana Rika , Yulius Elma
Published: January 2025

Pada ruas tol Krian – Legundi – Bunder dan Surabaya – Mojokerto (SUMO) terjadi persimpangan, maka difasilitasi dengan persimpangan tidak sebidang (interchange) untuk mendukung aksesibilitas pada kedua ruas tol tersebut. Lokasi persimpangan berada di antara kedua interchange dengan jarak sebesar 6,229 km di ruas tol SUMO pada tahap konstruksi, persimpangan tersebut akan mengurangi jarak antar interchange.Dalam pelaksanaan penelitian ini menggunakan perhitungan manual tetapi penggambarannya menggunakan AutoCAD Civil 3D Land Desktop Companion 2009. Dari hasil penelitian ini, dipakai bentuk interchange trompet dengan 4 ramp penghubung dengan kombinasi direct ramp, semi direct ramp dan loop ramp. Jenis tikungan yang dipakai dalam perencanaan desain interchange ini yaitu tikungan full circle (FC) dan spiral – circle – spiral (S-C-S). Akses interchange mempunyai 1 S-C-S dan 3 FC,ramp1 mempunyai 1 FC, ramp 2 mempunyai 2 S-C-S dan 1 FC, ramp3 mempunyai 1 S-C-S dan 1 FC dan ramp4 mempunyai 1 S-C-S.Interchange ini tidak langsung menghubungkan antar kedua ruas tol, tetapi ada akses interchange pada kedua ruas tol tersebut. Sehingga bentuk interchange ini dinamakan dengan interchange double trumpet. Jumlah dan lebar lajur pada interchange ini yaitu untuk jalan akses (2/2 D) dengan komposisi lebar median 0,8 m, lebar bahu dalam 1 m, lebar lajur 4 m dan lebar bahu luar 3 m. Sedangkan untuk masing-masing ramp (1/1 UD) yaitu lebar bahu dalam 1 m, lebar lajur 4 m dan lebar bahu luar 3 m. Dengan bentuk interchange tersebut, maka jalan akses dan seluruh ramp pada desain ini mempunyai total panjang jalan 4,164 km, maka estimasi biaya konstruksi secara kasar pada bidang highway mencapai Rp. 54.680.490.600,-.
Kata kunci: interchange, tol, ramp, double trumpet
An Investigation of Dowel Bar Retrofit Strategies
Authors: Harvey J. , Bian Y. , Mancio M. , Cruz C. , Du Plessis L.
Published: January 2025

Dowel Bar Retrofit (DBR) offers a great deal of promise as a rehabilitation strategy for undoweled pavements with poor ride quality due to faulting. This paper presents a summary of several investigations intended to provide recommendations for best practice for dowel bar retrofit. The results have some relevance for new dowels in pavements as well. The investigations include two sets of accelerated pavement tests on doweled pavements, one on an old pavement that looked at DBR versus undoweled performance, and the other on a new pavement that looked at 3 versus 4 dowels per wheelpath, and dowel type (epoxy coated steel, fiber reinforced polymer, and hollow stainless steel). Another investigation looked at the corrosion performance of various types of metallic dowels under accelerated laboratory corrosion conditions, and also compared chloride contents in the laboratory tests to chloride contents in pavements in different climate regions.
Comparison between Measured Slab Profiles of Curled Pavements and Profiles Generated Using the Finite Element Method
Authors: Vandenbossche Julie M. , Snyder Mark B.
Published: January 2025

The advancement in the processing speed of personal computers, as well as the more user-friendly graphical interfaces starting to be employed in pavement finite element analysis programs, has resulted in a more frequent use of the finite element method (FEM) for pavements analysis. This increase in reliance on the FEM has amplified the need to ensure these finite element models accurately predict the response of the slab to applied and environmental loads. This paper will focus on the ability of currently available finite element programs to accurately predict the response of rigid pavements to temperature gradients. The study entailed collecting surface profile measurements for a range of pavement designs under different temperature conditions. Each pavement design was then modeled using finite element analysis. Temperature gradients representing the conditions under which the slab profiles were measured were applied to the finite element models. Comparisons were then made between the measured and calculated slab shape. A comparison of the length of the unsupported portion of the slab determined using surface profile measurements and the FEM was performed. The FEM under-estimated the portion of the slab fully-supported only 12 percent of the time. The ability of the FEM to accurately estimate curvature appears to be a function of the pavement design and the magnitude of the gradient. Curvature was accurately determined using the FEM only 14 percent of the time with curvature being under-estimated 70 percent of the time. The FEM could not accurately estimate the larger curvatures. The curvatures calculated using slab profiles generated using the FEM tend to overestimate the curvatures calculated using measured profiles more frequently for thinner slabs and granular bases. The FEM predicted higher curvatures than were measured more frequently for unrestrained slabs than restrained.
CONCRETE PAVEMENT A SUSTAINABLE CHOICE
Authors: Smith Tim , Jolly Robb
Published: January 2025

Portland cement concrete pavement (PCCP) has long enjoyed the reputation as a longer lasting, durable pavement surface with low maintenance costs. Likewise, PCCP from a safety perspective has demonstrated a reduced potential for hydroplaning and better night time visibility. This paper will look at the sustainable performance characteristics of concrete pavement by examining and documenting some of its many social, economic and environmental advantages. The paper will provide details on the various social benefits of concrete pavement including: reduced potential for hydroplaning; better night time visibility; improved stopping distance; and enhanced ride and comfort. Research on the environmental benefits such as reduced life cycle embodied energy for concrete compared to asphalt roadways, reduced “urban heat island” effect, and smog reduction are also identified. In addition, the paper will review the findings of several studies on truck fuel savings from traveling on rigid versus flexible pavement and show how these fuel savings translate into reduced greenhouse gas (GHG) and smug emissions. The reuse and recyclable nature of PCCP and use of supplementary cementing materials (SCM) will also be addressed. PCCP structures will be discussed to demonstrate the aggregate savings of when utilizing PCCP. Economic benefits such and life cycle cost and potential for reduced lighting requirements for PCCP are also being provided.
Dedicated Pavement Type Networks Based On a Probabilistic Life-Cycle Cost Analysis
Authors: Cormier Bertrand , Thébeau Denis
Published: January 2025

In 2001, the Québec Ministry of Transportation (MTQ), in Canada, adopted a policy subdividing the existing pavement network into dedicated concrete and asphalt networks. This paper summarizes the methodology used for determining these respective networks using probabilistic Life Cycle Cost Analysis (LCCA) and provides an assessment of the situation four years after implementation. Sixteen (16) different combinations of Average Annual Daily Traffic (AADT), number of lanes, truck percentage, and truck factor yielded 32 pavement designs in asphalt and concrete that were compared in pairs over an analysis period of 50 years using a probabilistic LCCA software. Regression equations were used to generalize the results of these standard cases. The network allocation criteria were determined by applying dominance tests to these probabilistic results; in the areas without clear dominance further analyses would be necessary using project-specific data. After minor adjustments to ensure continuity, the respective networks (“white” for concrete, “black” for asphalt and “gray” for further analysis) were established officially. Since 2001, the clarity and convenience of this policy were seemingly appreciated both by the industry and MTQ officials
Experimental Study on Properties of Portland Cement Concrete Containing Recycled Asphalt Pavements
Authors: Huang Baoshan , Shu Xiang
Published: January 2025

Although recycled asphalt pavement (RAP) are widely used in the construction of new, and reconstruction of old, hot mix asphalt (HMA) pavements, little research has been done to examine the potential of incorporating RAP into Portland cement concrete to replace virgin aggregate. Because RAP consists of aggregates coated by asphalt cement, the toughness of concrete made with RAP could be improved. In this paper, the mechanical properties of portland cement concrete containing RAP were investigated through laboratory experiments. Two types of RAP (coarse and fine RAP) materials were used to replace the equal amount of virgin coarse and/or fine aggregate. Silica fume and high-range water reducing agent (HRWRA) were also added into concrete mixtures to minimize the strength loss due to the incorporation of RAP. A total of 17 concrete batches were cast and tested for compressive and split tensile strengths, static compressive modulus of elasticity, and toughness index in accordance with ASTM standards. Test results indicated that there was a systematic reduction in the strengths and elastic modulus as well as an increase in the toughness index with the increase in RAP content. While the addition of HRWRA into the matrix improved the mechanical properties of concretes containing RAP, addition of silica fume unexpectedly did not.
Fifteen Years Performance of a Concrete Pavement Rehabilitation Project in Canada
Authors: Kazmierowski Tom , Chan Susanne
Published: January 2025

The Ministry of Transportation of Ontario (MTO) undertook the rehabilitation of an exposed concrete pavement exhibiting various distress manifestations in the summer of 1989. Highway 126 in Southwestern Ontario is a four-lane divided arterial with 22,000 AADT and 9.6% commercial traffic in year 2000. The existing pavement, originally constructed in 1963, consisted of 230 mm mesh reinforced Portland Cement Concrete (PCC) pavement with dowelled joints at a spacing of 21.3 m. The rehabilitation strategy selected for southbound lanes was a 180 mm thick plain jointed unbonded PCC overlay to address the severe 'D' cracking and spalling at all the joints and cracks. The rehabilitation of the northbound lanes, which had experienced moderate deterioration, consisted of using the latest concrete pavement rehabilitation (CPR) techniques, material specifications and construction methods, which included full depth repair, partial depth repair, diamond grinding and joint sealant replacement. This paper will discuss the evaluation of this rehabilitated pavement in terms of roughness measurements, frictional resistance measured, and pavement condition ratings. Overall, the fifteen-year performance of the rehabilitated concrete pavements has been good with acceptable levels of ride quality, frictional resistance and distress propagation.
Inventory & Analysis of Minor Concrete Infrastructure for the City and County of Denver
Authors: Chavooshi Saeedeh , Brown Sam , Rens Kevin
Published: January 2025

The City and County of Denver (CCD) and the University of Colorado Denver (UCD) have been involved in cooperative research since 1997. Although a variety of projects have been completed, the main deliverable has been a comprehensive Geographic Information System (GIS) database containing both major and minor infrastructure. Major infrastructure included assets such as bridges and streets, while minor infrastructure includes assets of alleys and street subsystems, which include curbs, gutters, inlets, sidewalks, driveways, crosspans, and curb ramps. This paper presents the equipment and methodology used for the inventory and analysis summary of CCD’s concrete curbs, gutter pans, and alleys.
Repeated Load Behavior of Continuously Reinforced Concrete Pavements
Authors: Kohler Erwin R. , Roesler Jeffrey R.
Published: January 2025

Full-scale test sections were constructed at the University of Illinois and subjected to accelerated pavement testing in order to evaluate IDOT’s options on extended-life continuously reinforced concrete pavements (CRCP). The CRCP test sections included two concrete thicknesses, three steel contents, and the use of single versus double layer reinforcement. Response testing was first conducted on all the test sections in order to monitor the CRCP deformations under fixed loading and variable temperature conditions. Load levels were then applied at the edge of the pavement that would create a punchout failure on the test sections. The measured variables were the vertical and horizontal deformations at cracks and transverse strain near the surface of the slab, along with the temperature profile through slab thickness. The factors controlling the repeated load behavior of the CRC sections were the crack width, the permanent deformation of the support layers, and the steel content. The performance of the CRCP test sections exceeded existing design guide predictions. The main reason for the enhanced performance was the narrow crack width achieved on the test sections and resultant high shear capacity across the transverse cracks.
Simulation of Concrete Fracture Using ABAQUS
Authors: Ioannides Anastasios M. , Peng Jun , Swindler Jr. James R.
Published: January 2025

This paper discusses the analytical simulation of crack propagation using the Fictitious Crack Model for notched and unnotched Portland Cement Concrete beam specimens. Parameters such as those controlling the loading conditions, mesh fineness, aspect ratio in the vertical or horizontal directions, and notch to beam thickness ratio are considered. The commercial program ABAQUS is used, and simulations are compared to previous analytical and experimental results. A linear elastic investigation is first conducted to test the agreement of the results with the Timoshenko beam theory. Subsequently, an investigation is conducted to test the built-in fracture mechanics capabilities of ABAQUS for tracking crack propagation. Since these built-in capabilities are found to be inadequate, the creation of a model from basic elements is pursued. This is accomplished by introducing JOINTC elements along the crack plane to model joint interactions. Several series of tabulated results are used to illustrate the advantage of using finite element simulation over conducting laboratory experiments, reflected in the time, effort, and money saved. The application of fracture mechanics to understanding concrete pavement cracking is found to be desirable, practical and feasible. It is argued that the development of a truly mechanistic design procedure hinges on the elimination of long-held empirical concepts, including statistical transfer functions.
EXPERIMENTAL ANALYSIS OF STRAINS ON WELDED WIRES IN THIN REINFORCED CONCRETE PAVEMENT
Authors: Balbo José T. , Ganassali Valeria J. F.
Published: January 2025

This paper presents the experimental results of strain and stresses in steel bars gotten from a full instrumented reinforced concrete pavement experimentally built on the Federal Highway BR 232/PE, in the Northeast of Brazil. Contact strain gages were placed at several edge longitudinal and tangential wire reinforcements and load tests were accomplished one month later in order to check design stresses. Results are very clarifying and show how steel bars are tensioned and share flexural responses of slabs between concrete and steel reinforcement. This kind of solution, rarely speculated in past technical literature or through field experiments, seems to be an easy and effective alternative for constructing thin concrete slabs when required due to limitations on grade levels, especially for whitetopping constructions. The bars, designed using conventional reinforced concrete design theory, did not present any case of over deformation inducing its fracture when comparing strains limits and field induced strains by loads.
Identification of Concrete Incompatibilities using Dynamic Shear Rheometer (DSR)
Authors: Jang Sehoon , Mukhopadhyay Anal , Zollinger Dan G.
Published: January 2025

In concrete, the chemical interactions between chemical admixtures and portland cement is complicated and unpredictable. Occasionally these interactions may cause a serious set retardation or excessively fast stiffening. The objective of this study was to develop a reliable test method to predict potential concrete incompatibilities through the direct measurement of cement paste rheology using a dynamic shear rheometer (DSR). Three cement paste mixtures with different dosage levels of a water reducing admixture were investigated with five different gaps of parallel plates in DSR. An effort was made to define which gap is the most sensitive and representative to identify incompatibilities between cement and chemical admixture at early ages. All the rheological tests were repeated three times to get the coefficient of variation. The results show that tests with 1mm plate gap is the most representative to distinguish three studied mixtures based on their rheological parameters with good reproducibility.
Is Top-Down Cracking Critical On Airfield Rigid Pavements?
Authors: Evangelista F. , Roesler J.
Published: January 2025

This paper identifies the key slab loading locations for inducing critical bottom and top tensile stresses on airfield rigid pavements servicing the A-380 aircraft. Finite element simulations were conducted for the A-380’s individual triple dual tandem (TDT) gear and all its main landing gears for a given slab geometry and pavement material properties. The numerical results show that the ratio between the top and bottom tensile stresses of the slab were significantly higher for the main landing gear analysis relative to the individual gear analysis and could be 1.0 for some cases. Furthermore, this initial finite element analysis has shown consideration of the entire main landing gear of the aircraft is necessary if the top tensile stresses are going to be accurately predicted.
Lessons Learned from Mn/ROAD (1992 - 2007): Five-Inch Concrete Pavement Study
Authors: Snyder Mark B.
Published: January 2025

This paper examines the design and performance to date of the 125-mm [five-inch] concrete pavement test cell (Cell 32) constructed in 2000 on the MnROAD low-volume road ()LVR). After seven years of service, this pavement has since been subjected to more than 170,000 80-kN [18-kip] ESALs by a 5-axle tractor-trailer loaded to as much as 454 kN [102 kips]. It would take more than 50 years to accumulate this many ESALs on residential streets and many lower volume roads. Few distresses have developed and the pavement ride quality remains acceptable for lower volume road applications. The performance of this pavement section suggests that accepted design procedures for low-volume concrete roads may be quite conservative.
Precast Concrete Pavements: Current Technology and Future Directions
Authors: Tayabji Shiraz , Buch Neeraj , Kohler Erwin
Published: January 2025

Precast concrete pavement technologies have been looked into sporadically over the last 20 plus years. In the early years, the technology was looked into as a matter of technical curiosity, that is, to investigate if precast concrete pavement technology was technically feasible. No serious attempts were made then to fully develop the technology as a costeffective strategy and to implement the technology on a production basis. Now, as more mileage on the primary highway system and urban roadways are reaching maturity and need for timely pavement repair and rehabilitation becomes acute and urgent, highway agencies are looking at new/innovative technologies, including precast concrete pavement technologies, that will result in shorter lane closures and long-life pavements that are economical over the life cycle and do not require major interventions for repair or rehabilitation during their service life. Over the last ten years, significant developments have resulted in precast concrete pavement technologies and use of these technologies is becoming technically feasible and economically justifiable. This paper summarizes the current state of precast concrete pavement technology and provides a framework for advancing the technology in future years.
RN61 – Mons – Tournai Road – Bury Braffe Section A modest renovation becoming a long life pavement
Authors: Debroux Raymond , Jasienski André
Published: January 2025

The Mons Highways Department has been researching and applying cement concrete road pavements for several decades, and one outcome of this is a particularly remarkable section of roadway which, after almost 40 years, still provides all the required characteristics of stability, comfort, and safety, in return for very low maintenance costs. In 1968, the state of the road, of which the pavement consisted of either simple cobblestones or cement concrete slabs, with no base layer, was quite appalling. The conditions for an experimental rehabilitation, consisting of laying a CRCP overlay over a length of 3 km, were defined jointly with the BRRC ( Belgian Road Research Centre ) and the Cement Industry Research Centre. This overlay was divided into 6 sections, all with different reinforcement characteristics. In 1996, in other words almost 30 years after this work had been carried out, a few localised repairs were carried out and the road, which by then had become regional highway N50, was covered with RUMG, an ultra-thin bituminous granular overlay 2 cm thick. This paper describes all the technical aspects of this project, the relevance of which is then examined using the design software designed in recent years by the Highways Maintenance and Transport Department of the Walloon Region, an application of which was presented at the 8th Colorado Springs Conference in 2005.
A double-layered CRCP: experiences on the E34 near Antwerp (Belgium)
Authors: Rens Luc , Keymeulen Henk , Van Wijnendaele Ilse
Published: January 2025

The technique of double-layered concrete or two-lift paving is applied either to obtain a high-quality top layer, to use lower quality materials in the lower lift, or for both reasons at the same time. In Europe this technique is commonly applied in Austria where a typical motorway is built with a 25 cm-thick jointed plain concrete pavement consisting of a 20 cm lower layer and a 5 cm upper layer. For the coarse aggregates of the first layer, recycled crushed concrete from former pavements replace the natural stones while the top layer is made of small, polishing-resistant stones with a maximum aggregate size of 8 mm. Driven by growing environmental awareness and a desire for innovation, the Flemish Road Authorities followed the Austrian example and planned a trial worksite on a 3 km section of the E34 motorway in Zwijndrecht near Antwerp. Following Belgian tradition, the existing JPCP was replaced with a CRCP. The paper will describe the pavement design and construction details, the concrete mix design and the evaluation of the road surface characteristics of the finished road. By adopting the CRCP long-life pavement concept, the use of reclaimed aggregates and the result of a quieter and smoother surface, different aspects of sustainable construction are combined, to good effect, in this technique.
A safe highway driving surface using an open graded concrete
Authors: Vorobieff George , Donald Gavin
Published: January 2025

The use of open graded asphalt wearing courses for highway pavements is established technology but the opportunities to use a similar cementitious based surface type for concrete pavements has been limited by material technology and costs. Research work in Australia using new generation concrete admixtures and placing techniques has allowed the development of a stiff open graded concrete material which is expected to meet the same durability requirements as standard concrete used for roads. Open graded surface textures absorb vehicle noise emissions and minimise water film build up during rain events, thus resulting in quieter and safer driving conditions. In addition, experience has shown that high void contents at the surface assist in reducing water spray generation and glare reflection. This paper details the laboratory mix design test results and three field trials using hand placing techniques to define the limits of a wet on wet construction process. The concrete developed in the trials has high compressive strength with air voids in the range of 20 to 30%. The next stage in the development of the open graded concrete surfacing is in the use of mechanised placing techniques to make the process cost competitive to other asphalt alternatives and yet meet similar durability requirements to those currently expected in concrete road surfaces over a 40 year design period.
Effect of Dowel Bar Embedment Length on Joint Load Transfer Efficiency of MnROAD Concrete Pavement Test Cells
Authors: Burnham Thomas R.
Published: January 2025

It is well understood that for heavily loaded concrete pavements, the use of dowel bars across transverse joints can significantly improve their performance. To function effectively, dowel bars must be properly aligned and have sufficient embedment length to transfer load to the surrounding concrete. The use of new high accuracy dowel bar location equipment has brought renewed interest toward understanding reasonable construction tolerances for dowel bar alignment. The thirteen-year history of pavement performance data from the Minnesota Road Research (MnROAD) facility provides a unique opportunity to examine the effects of dowel bar alignment on joint performance. Specifically, this study investigated the effects of dowel bar embedment length on joint load transfer efficiency. Results of the analysis show that most test cells demonstrate little effect on the overall level and variability of LTE from dowel embedment lengths as low as 10 cm (4 in). Findings of this study could lead to important changes in construction specifications for dowel bar embedment length.
Effective Initial Crack Depth in Exposed Concrete Surfaces
Authors: Beyer Matthew A. , Roesler Jeffrey R.
Published: January 2025

Microcracking at the surface of concrete slabs can result in a reduction in slab strength at the surface and a decrease in the flexural load carrying capacity of the slab especially when undergoing loading that produces top tensile stresses. The majority of this surface cracking is the result of drying shrinkage gradients and slab restraint. The use of an effective initial crack depth (ae) has been previously proposed as a method to model this reduction in slab strength due to surface microcracking. The two-parameter fracture model procedure was modified to make calculations of the effective initial crack depth in three-point bending specimens to examine if reasonable values of ae can be measured in a laboratory setting using fracture mechanics principles. Testing of concrete beams exposed to two curing environments (moist- and dry-cured) indicates that the effective initial crack depth, approximately 50 mm in this study, can be calculated using a dependent relationship between crack depth and compliance values. The procedure was verified by calculating additional fracture parameters of the concrete, which were found to be comparable to values presented in the literature for similar concrete materials and mixtures. The ability to quantify an effective notch depth at the surface of the slab can enable future modeling to determine the effective strength difference of concrete slabs under bottom or top tensile loading conditions.
Measurement of Concrete Thickness and Detection of Defects Using Ultrasound Methods
Authors: Pristov Ed , Dalton Wayne , Likins Garland
Published: January 2025

The use of Non-destructive Evaluation (NDE) techniques has proven to be effective in determining the thickness of plate like concrete elements and locating defects such as cracks, delaminations, voids, honeycombing, and debonding. Some of the problems that have plagued the concrete paving industry are testing for quality assurance and verification of thickness of existing concrete slabs without compromising their structural integrity by traditional coring methods. There are several Non-Destructive Evaluation (NDE) techniques that have been proven to be an effective way to combat these problems. This paper outlines one of these techniques, Ultrasound-Echo (UE). UE utilizes two ultrasonic probes, one transmits a stress wave field into the concrete specimen, and the other receives the natural response of the concrete specimen in the time domain. A Fast Fourier Transform (FFT) is then applied to the received response so it can be examined in the Frequency Domain. Using the wave speed of the concrete, the peak or resonant frequency can be used to calculate the thickness of the concrete element where the concrete element is free of defects. In areas of detectable defects, there will be pronounced shift in the resonant frequency. Requirements for self calibration of the wave speed and testing procedures for the ultrasound test equipment are discussed. To verify the accuracy of UE to identify defects, a test slab with purposebuilt delaminations and air voids at known locations was constructed. A comprehensive measurement of this special test slab was performed using an UE device, and analyzed results are presented. Defective sections of the test slab are clearly identified by the UE method with recommendation given for detection of the defects.
Mechanical Design of Ultra-Thin White-Topping with High Strength Concrete Panel
Authors: Nishizawa Tatsuo , Obata Hiroyuki , Sasaki Iwao
Published: January 2025

An ultra-thin white-topping structure with high strength concrete panel (HSCWT) was developed. In the structure, 30 mm thick concrete panels, which are produced from steel fiber reinforced concrete with a flexural strength of 20 MPa, are placed on an existing asphalt pavement and the interface between the panels and the asphalt pavement is grouted to bond them. Test pavements of HSC-WT were constructed on an accelerated loading facility and were subject to moving axle loads. After one hundred fifty thousand axles passed over the pavements, although small gaps developed between HSC panels and grout near joints, any severe cracks didn’t develop. Improved textures on the bottom face of panel were found very effective to bond the panel and grout. Although simulation of the loading test with dynamic 3DFEM fairly well represented the strain time histories generated by the travelling axle load, visco-elastic properties of asphalt layer could not clearly identified. Stress analysis with assumed visco-elastic parameters revealed that the stresses in the panel due to axle load are much less than the strength of the HSC panel, if the panel and the grout is fully bonded at the interface. Based on the results, a mechanical design procedure for HSCWT is developed. In the procedure, tensile strains in the underlying asphalt layer are calculated with 3DFEM and fatigue damage of the asphalt layer is estimated from the tensile strains using fatigue curve of asphalt mixture. It was found that not only viscosity of asphalt layer but also vehicle speed significantly affects fatigue life of asphalt layer.
Numerical Analysis of Concrete Overlays on Flexible Pavements
Authors: Nejad Fereidoon Moghaddas , Ghafari Sepehr
Published: January 2025

Due to the proven durability and long-term performance of Portland cement concrete (PCC) surfaces, rehabilitation of hot-mix asphalt (HMA) pavements with PCC overlays has been widely considered in the past 15 years (Cable 2005). In this study, a number of finite element models of conventional HMA pavements overlaid by a jointed plain concrete pavement (JPCP) were analyzed to measure and assess the effects of asphalt layer and concrete slab thickness variations, as well as changes in the asphalt layer and subgrade mechanical properties, on the service life of the overlaid pavement.
Performance of Permeable Bases
Authors: Long Allen R. , Ioannides Anastasios M.
Published: January 2025

Critical aspects related to the design, construction, maintenance, and performance of permeable bases are examined, and a case study is presented to put such considerations in a more practical perspective. While the popularity of carefully designed subsurface drainage systems is justified by sound engineering considerations, and their performance has been generally satisfactory, their general use is not free of problems. Disappointing local experiences sometimes discourage agencies from specifying permeable bases. One such example is offered by the U.S. Route 50 test road near Athens, OH, for which the performance of the permeable base in the context of the overall subsurface drainage system is investigated. It is found that almost one-third of the outlets at the site could not be located, and that due to little or no maintenance many of the remainder had been silted in. Software DRIP 2.0 calculations affirm that outlet spacing is adequate, yet a considerably higher permeable base thickness is required, and that the permeability of one of the gradations used is too low. Moreover, the absence of a compatible separator layer between the permeable base and subgrade exposes the system to the danger of clogging.