bluuebunny/crossref_metadata_2025 huggingface dataset:
Correlation of Erectile Dysfunction with Symptomatic Benign Prostatic Hyperplasia Patients
Authors: Haque Muhammad Enamul , Hossain Mohammad Sajjad , Islam Md Faisal , Jony Mehedi Hasan , Islam A K M Sirajul , Alam Md Rafiul
Published: January 2025

Background and Purpose: Erectile Dysfunction (ED) and Benign Prostate Hyperplasia (BPH) are two health-related problem which are experienced by men aged over forty years. BPH and ED highly affects  man’s quality of life . It is necessary to conduct research on the correlations between BPH and ED by using two kinds of valid scores, i.e. the International Prostate Symptoms Scores (IPSS) to determine the severity of BPH and the International Index of Erectile Function-5 (IIEF-5) to detect the existence of ED in BPH patients.
Objectives: The aim of this study was to identify ED in symptomatic BPH patients and the correlations between ED and BPH by using IPSS and IIEF-5 score.
Materials and Methods: This is a cross-sectional study which analyzes correlations between the severity of BPH and the severity ED by using IPSS and IIEF-5 in the Department of Urology, Bangabandhu Sheikh Mujib Medical University (BSMMU),Dhaka, Bangladesh.
Results: Thirty (30) subjects fulfilled the inclusion criteria.80% of the symptomatic BPH patients had ED. The incidence of ED is present in symptomatic BPH patients in the age group of 61-70 years is 100%  where in the age group of 50-60 years, the incidence of ED is 60%. The symptom of BPH and ED experienced by these patients are also mostly severe, namely 40% and 50% respectively. The Pearson correlation test also showing that significant and strong correlations do exist between the severities of BPH and ED (r = 0.876, p<0.001).
Conclusion: Erectile dysfunction is highly prevalent in the patients with BPH in the range of 80%. The severity of IPSS also correlated with severity of erectile dysfunction. The age group should also be taken into consideration, because increasing age leads to erectile dysfunction.
Bangladesh J. Urol. 2023; 26(2): 91-95
МЕТОД ТА СИСТЕМА ПІДТРИМКИ ПРИЙНЯТТЯ РІШЕНЬ ДЛЯ ЗДІЙСНЕННЯ НАВМИСНОЇ АВАРІЙНОЇ ПОСАДКИ СУДЕН НА МІЛИНУ У РАЙОНІ ПОРТУ
Authors: Хуссейн Юнонія Мухамедівна
Published: January 2025

Метою роботи є розробка структури суднової системи підтримки прийняття рішень та методу підтримки прийняття рішень для управління судном, яке знаходиться у деградованому стані, у важких гідрометеорологічних умовах плавання при посадці на мілину для оцінки наслідків такої події. Поставлена мета досягається шляхом обробки початкових даних для обраних сценаріїв і відображення необхідної інформації на борту судна для осіб, які приймають рішення, для оцінки наслідків навмисної посадки судна мілину. Початковими даними методу є характеристичні параметри базових типів суден і типові сценарії посадки судна мілину. Джерелами початкової інформації є засоби моніторингу стану корпусу і дані вантажного комп'ютера. За обраними сценаріями посадки на мілину певних типів суден можна отримати параметричні формули для оцінки ушкоджень і сили контакту між судном і морським дном з урахуванням навантаження від нерухомої води, динамічного навантаження від хвиль і припливів, місцевих контактних сил від морського дна. Система підтримки прийняття рішень інтегрує окремі модулі в загальне сховище даних і загальний людино-машинний інтерфейс. Найсуттєвішими результатами є розробка структури суднової системи підтримки прийняття рішень та відповідного методу для управління судном при вимушеній посадці на мілину, що дозволяє особам, які приймають рішення, ефективно діяти на борту судна і на березі при обраних критичних сценаріях. Значущість отриманих результатів полягає у розробці методу підтримки прийняття рішень для управління судном, яке знаходиться у деградованому стані, при посадці на мілину, який відрізняється розділом процесу посадки на мілину на рух жорсткого тіла й опір проникненню у структуру дна, яке розраховується на основі заздалегідь установлених залежностей опору з урахуванням деградації міцності конструкційних елеметнів суднового набору через пошкодження днища і початкові пошкодження, що дозволяє виробляти рішення у режимі реального часу та оцінити наслідки такої події (структурні пошкодження, розрив, можливе затоплення або розлив нафти), включаючи подальший розвиток пошкоджень і розливу через коливання припливу та/або посилення хвиль і вітру. Таким чином, проведені дослідження показали ефективність запропонованого підходу для оцінки управління судном для обмеження морських навантажень, щоб пошкодження корпусу не поширилися до критичного рівня для всього судна, та, у крайньому випадку, для оцінки наслідків посадки судна на мілину.
Ключові слова: система підтримки прийняття рішень, навігація, судно, судноводіння, морський та річковий транспорт, безпека судноводіння, посадка на мілину, особа, що приймає рішення, набір корпусу судна, пошкодження, розлив нафти.
РОЗРАХУНКИ ШВИДКОСТІ І НАПРЯМУ ТЕЧІЇ В ФЛОРИДСЬКІЙ ПРОТОЦІ ТА СИЛИ ЇЇ ДІЇ НА РУХ СУДНА
Authors: Васалатій Надія Василівна
Published: January 2025

В роботі проведені дослідження циркуляції вод у Флоридській протоці. Розраховано швидкості геострофічих течійна основі гідрологічних та гідрохімічних елементів.Побудовано карти просторового розподілу солоності та температури води на розрізі та карти швидкостей течій в акваторії Флоридської протоки. Проведено аналіз навігаційно-гідрографічних умов плавання. Обчислення вказують на те, що швидкість течії в Флоридській протоці сягає 60 см/с та повільно знижується з глибиною. Так, у центральній частині розрізу, на глибині 400 м швидкості течій становить 20 см/с. Фактичні швидкості течії, як на поверхні так і в глибокій частині протоки можуть бути і більшими та досягати 190 см/с (3,7 вузла). Оскільки розрахунки проводились за багаторічний період за осередненими даними, отримані результати дещо нижчі, але залишаються значними. Розглянуто вплив вітру та течій на маневрені характеристики судна. Визначені райони, які характеризується великою кількістю даних щодо знесення суден. Розраховано дію траверзної течії на судно у Флоридській протоці, де швидкості течії досягають максимальних значень. Проведена оцінка навантаження, що створюється траверзною течією на судно, при максимальній швидкості течії 190 см/с. Результати розрахунків вказують на те, що на судно в порожньому стані із середнім осадом 27 фут (довжина судна по ватерлінії 994 фут) при глибині моря, що більше осадки в три рази, течія в 3,7 вузла розвиває навантаження 551 тс, а 12-вузловий вітер створює навантаження 9 тс, що в сумі становить поперечне зусилля, яке дорівнює 560тс.Отримані результати розрахунків швидкостей течії та сили дії бічної течії на судно можуть бути використані при керуванні судами в акваторії Флоридської протоки для забезпечення безпечного маневрування.
Ключові слова: Флоридська протока, швидкість течії, солоність води, температура води, напрям, розріз, навантаження.
МІНІМІЗАЦІЯ РИЗИКУ ВИНИКНЕННЯНЕБЕЗПЕКИ МОРСЬКИХ ПОДІЙ ПІД ЧАС НАВІГАЦІЙНИХ ПЕРЕХОДІВ СУДЕН МОРСЬКОГО ТРАНСПОРТУ
Authors: Сагін Сергій Сергійович , Ворохобін Ігор Ігорович
Published: January 2025

Розглянуті методи контролю та управління ризиками під час навігаційного переходу суден морського транспорту з використанням штучного інтелекту. Процес аналізу ризику морських подій становить фундаментальну основу для розроблення профілактичних стратегій, які включають методики мінімізації ризику виникнення небезпеки та контроль за ними, що є критично важливими для уникнення подій, які можуть призвести до суттєвих втрат або пошкоджень. Необхідність системного підходу до аналізу ризиків пов’язаних з використанням штучного інтелекту для суден морського транспорту включає ідентифікацію, оцінку та мінімізацію потенційних загроз. Аналітичний підхід для оцінювання ймовірностей і частоти виникнення морських подій дозволяє не лише детально оцінити можливі ризики, але також класифікувати їх згідно з встановленими критеріями для кращого управління та запобігання. Такий підхід сприяє підвищенню точності в оцінці ризиків та розробці ефективних стратегій їх мінімізації, що є ключовим для забезпечення безпеки судноплавства та зниження вірогідності виникнення потенційних втрат. Комплексний підхід до оцінки ризику використання штучного інтелекту у навігації охоплює ідентифікацію та оцінку потенційних ризиків для безпеки судноплавства та ефективності навігаційних систем. Особлива увага приділяється надійності технології, доступності даних, кібербезпеці, інтеграції з людським фактором, та етичним питанням. Обґрунтоване прийняття рішень у цих напрямках забезпечує безпеку судноплавства та ефективність навігаційних систем, що використовують штучний інтелект. Послідовність оцінки ризиків під час використання штучного інтелекту під час навігаційних переходів суден морського транспортує важливим інструментом для забезпечення безпечного та ефективного впровадження цієї технології в навігаційні системи. Це сприяє зменшенню ризиків виникнення небезпеки морських подій і підвищенню надійності рішень, прийнятих на основі даних, які находяться в реальному часі.
Ключові слова: аналіз та оцінка ризиків, безпека судноплавства, метод управління ризиками, морський транспорт, навігаційний перехід, штучний інтелект.
ВИЗНАЧЕННЯ ОПТИМАЛЬНИХ РЕЖИМІВ ПРОЦЕСІВ УПРАВЛІННЯ ВИПУСКНИМИ ГАЗАМИ СУДНОВИХ ДИЗЕЛІВ
Authors: Сагін Сергій Вікторович , Куропятник О.А.
Published: January 2025

Розглянута система рециркуляції випускних газів суднового дизеля, використання якої забезпечує зниження концентрації оксидів азоту у випускних газах. Висвітлені особливості систем рециркуляції випускних газів високого та низького тиску, а також система перепуску випускних газів. Метою дослідження було визначення оптимальних режимів експлуатації суднових систем управління випускними газами. При цьому як критерії оптимальності приймались сукупність двох факторів –максимальне зменшення емісії оксидів азоту (як одного з основних джерел забруднення довкілля) та мінімально підвищення питомої витрати палива (як головного економічного показника роботи суднових дизелів).Експериментальні дослідження, що виконувались на судновому дизелі 16V32 фірми Wartsila-Sulzer, система рециркуляції якого дозволяла варіювати ступінь рециркуляції випускних газів у діапазоні 0...21%, визначили що: підвищення ступеню рециркуляції випускних газів сприяє підвищенню екологічності роботи суднових дизелів, що виражається в зниженні емісії оксидів азоту до 28,25...29,83% в порівняння з роботою дизеля без використання системи рециркуляції газів; з підвищенням ступеню рециркуляції випускних газів погіршується економічність роботи суднових дизелів, що виражається в збільшенні питомої витрати палива, при цьому на деяких експлуатаційних режимів та деякого ступеню перепуску збільшення питомої витрати палива досягає 11,00...12,30% в порівняння з роботою дизеля без використання системи рециркуляції газів. Як оптимальні запропоновані режимі експлуатації системи рециркуляції випускних газів що відповідають 12...15% ступеню рециркуляції випускних газів, які забезпечують зниження емісії оксидів азоту в діапазоні 16,6...26,6% при цьому підвищення питомої витрати палива знаходиться в діапазоні 2,17...4,81%.
Ключові слова: екологічність роботи дизеля, економічність роботи дизеля, емісія оксидів азоту, морський транспорт, перепуск випускних газів, питома витрата палива, рециркуляція випускних газів, судновий дизель.
Methodology for Establishing Permanent Curl/Warp Temperature Gradients in Jointed Plain Concrete Pavements
Authors: Nassiri Somayeh , Vandenbossche Julie M.
Published: January 2025

Jointed plain concrete pavements curl due to temperature gradients and warp in the presence of drying shrinkage gradients. Since this deformation is restrained by factors, such as the slab self-weight, tensile stresses are generated. Slabs do not remain flat in the absence of daily gradients. This is due to the presence of permanent gradients in the slab. A portion of the permanent gradients is the temperature gradient that exists in the slab at the zero-stress time. The gradient present at the zero-stress time, known as built-in, locks into the slab, shifting the curling due to transient gradients up or down. The other component included in the built-in gradient is the permanent warp that develops due to irreversible drying shrinkage. The built-in gradient is reduced over time due to creep. A procedure is established in the study for defining the built-in gradient in the slab. First, the zero-stress time is established, so that the built in temperature gradient can be identified. This is performed using the data from four instrumented pavement sections in Western Pennsylvania. A temperature/hydration model is used to predict the temperature and degree of hydration within the pavement structure based on the ambient temperature and concrete mixture design. Next, the component of the built-in gradient attributed to irreversible drying shrinkage is determined. This is achieved by using long-term strain measurements in an instrumented pavement section in Pennsylvania, as well as two instrumented sections at the Minnesota Road Research Facility (MnROAD). The unrestrained drying shrinkage is then predicted using a numerical relative humidity model. The difference between the predicted and measured drying shrinkage is attributed to the effects of creep and base restraints. The temperature gradient at the zero-stress time is then added to the irreversible drying shrinkage component to obtain the total built-in gradient.
Quantifying Components of Permanent and Cyclic Warping in Concrete Pavements
Authors: Lederle Rita E. , Hiller Jacob E.
Published: January 2025

Drying shrinkage causes both permanent and transient differential volume change because a portion of drying shrinkage is reversible. The reversible portion of drying shrinkage causes moisture warping, which varies seasonally with changes in ambient relative humidity. Differential drying shrinkage is caused by the irreversible portion of drying shrinkage and is permanent. Moisture warping and differential drying shrinkage in jointed plain concrete pavements can lead to cracking and premature fatigue failure if not properly accounted for in design. This study investigated how the ambient relative humidity in various locations around the country affects the amount of expected moisture warping and differential drying shrinkage in typical jointed plain concrete pavements. The goal of this research was to produce design aids for the prediction of moisture warping and differential drying shrinkage for standard pavement sections in different areas of the United States.
Impact of Short-Wave Solar Absorptivity on Jointed Plain Concrete Pavement Response
Authors: Hiller Jacob E. , Qin Yinghong
Published: January 2025

This study investigates the impact of the pavement’s short-wave solar absorptivity (SA) on the temperature profile and subsequent thermal-stress distribution through rigid pavement slabs. A one-dimensional heat transfer model is proposed to simulate the pavement temperature using a modified Blasius solution to estimate the heat convection coefficient at the pavement surface. In-service slab temperatures are used to verify the feasibility of the proposed model. It was found that an increase in SA amplifies both the magnitude and non-linearity of the temperature gradients in the slab, thus raising the linear bending stress and self-equilibrating stresses through the slab. Concrete surface materials must be properly characterized in order to accurately assess the thermal-induced stress development in concrete pavement structures and to better estimate the longevity of its service life.
An Industry Perspective on Elements Required to Create Competition in Alternate Pavement Type Selection: A Case Study for North Carolina
Authors: Mack James W. , Thiel Patrick A. , Reece Jerry
Published: January 2025

Alternate Pavement Bidding (APB) is a process in which both concrete and asphalt pavement designs are developed for a project and the contractor selects which material to submit with his bid. The bid and pavement type that wins is the one that has the lowest life cycle costs. The goal of APB is to increase competition and lower cost by bringing additional contractors and pavement options to the bidding table. In 2010, the North Carolina Department of Transportation (NCDOT) and the North Carolina Turnpike Authority (NCTA) started exploring the use of the APB. As part of development process, NCTA/NCDOT asked representatives from both the concrete and asphalt paving industries to participate. In reviewing the APB and LCCA models used by other Agencies, the concrete industry identified several reoccurring engineering and economic factors that they believed were correlated with successful implementation of an APB model. This paper presents the information given to the NCDOT / NCTA by the concrete paving industry in order to have a more comprehensive process that accurately reflects the risk, costs, and performance of the competing alternatives.
Cracking in Concrete Pavements Due to Alkali-Silica-Reactions
Authors: Breitenbücher R. , Sievering C.
Published: January 2025

In the last few years cracking has been observed in various concrete pavements in some regions of Germany. Besides restraint stresses due to restrained hygric and thermal deformation alkali silica reactions (ASR) can be relevant for this. Regarding ASR in concrete pavements special conditions have to be considered. In opposite to common structures the external supply of alkalis by deicing agents plays an important role on the ASR-development in concrete pavements. The ingress of those alkalis is intensified by microcracking, which is the result of millions of load cycles, affecting the microstructure. The relationship between microcraking, external alkali ingress, ASR and final cracking was studied in extensive investigations in situ and in the laboratory. These studies are of interest for researchers as well as for practitioners.
Challenges with Construction of Portland Cement Concrete Pavement at Calgary International Airport
Authors: Czarnecki Bozena , Johnson Ward , Bouteiller Curtis
Published: January 2025

In preparation for construction of a parallel runway at the Calgary International Airport in the spring of 2011, concrete pavement had to be constructed to realign Gates A1–A10. Concrete mixes were developed for central batch production for both paver and hand placement methods. In addition, winter conditions required concrete delivery from a local concrete ready-mix supplier. The construction schedule required the paved sections to be open to aircraft traffic three weeks after pavement construction. A maturity method was developed to estimate early age compressive/flexural strength of the concrete pavement. This paper presents the process utilized in developing the concrete mix design to meet the project requirements for Cement Stabilized Base (CSB) and the Portland cement concrete mix, the development of the plant mix, and the construction methodology. Additional challenges with pavement construction in winter conditions are highlighted, including CSB and concrete placement, curing conditions, control joint construction, and instrumentation for maturity of concrete determination. The verification process for final acceptance of the product is described, including durability testing and pavement design review. This project demonstrated that concrete pavement can be constructed under accelerated schedule and during adverse weather conditions with the quality of the pavement not compromised and the construction schedule successfully managed.
Effects of Non-Linear Thermal Stress on Fatigue Damage of Airport Concrete Pavements
Authors: Nishizawa Tatsuo , Ozeki Takato , Matsui Kunihito , Kawano Hirotaka
Published: January 2025

Thermal stress caused by temperature distribution in concrete slab is important in the structural design of airport concrete pavements. Airport concrete pavement slab is very thick, therefore, temperature in the slab varies nonlinearly throughout the slab depth. In this study, a method for estimating thermal stress in a concrete slab with 3DFEM analysis and heat transfer analysis was developed. The thermal stresses for airport concrete pavements with various thicknesses and climate conditions were calculated with the method for one year period and relative frequency distributions (RFDs) of the thermal stresses were obtained. Influence lines of load stress due to aircraft gear were also calculated with 3DFEM. The fatigue damages were estimated from the RFDs, the lateral distributions of the gear, combined stresses and fatigue curve of concrete. Based on the results, effects of the nonlinearity of thermal distribution and air temperature on the fatigue damage of airport concrete pavements were investigated in terms of the optimal thickness of concrete slab.
Identifying Fine Aggregates Prone to Polishing in PCC Pavements
Authors: Rached Marc M. , Fowler David W.
Published: January 2025

Surface polishing in portland cement concrete (PCC) pavements leads to higher incidences of skid-related accidents on highways. This type of failure is often associated with the usage of softer fine aggregate such as limestone sands. To identify polish resistance aggregates, state agencies like TxDOT have adopted tests such as the acid insoluble residue test (AI). Since calcium carbonate is soluble in acid, no carbonate sand passes the AI test which has a minimum limit of 60% in Texas. This paper describes research that was done to evaluate the polish resistance of aggregates using a laboratory concrete performance test. Concrete slabs made with different fine aggregates were evaluated for skid using a circular track meter (CTM), a dynamic friction tester (DFT), and a three-wheel-polishing device (TWPD). To ensure that the values obtained at the laboratory related to field performance, test sections constructed with 100% limestone sand and blended sands were also evaluated. Results show that some of the aggregates that failed the AI test performed as well as some of the siliceous fine aggregates that passed the AI test. Other aggregate tests such as the micro-Deval have shown to relate more closely to the concrete performance tests performed under laboratory conditions.
Continuously Reinforced Concrete Pavement Terminal Design
Authors: Brink Anna-Carin , Ayton Geoff
Published: January 2025

In rigid pavement design the word “terminal” is used to describe the termination of a concrete pavement abutting other “structures” such as a flexible pavement, a bridge abutment, or another concrete pavement where structural continuity is impractical or undesirable. A discontinuity in grade caused by the differential settlement between a bridge structure and the adjoining road pavement, typically referred to by the travelling public as the “bump at the end of a bridge”, is well known in the road construction environment. In the United States it is known that this problem affected 25% (approximately 150,000) of all bridges during 2004. Bridge approach slabs are typically used to keep the effects of differential settlement at bridge abutments within tolerable limits. Frequently, however, the magnitude of settlement exceeds the working range of an approach slab, causing substantial maintenance problems. Similarly, differential settlement or movement often occurs where a concrete pavement terminates at a flexible pavement. The provision of anchors (lugs) to prevent horizontal creep due to expansion / contraction of the concrete is considered standard practice in terminal design. The aim of this paper is to compare various worldwide continuously reinforced concrete pavement (CRCP) terminal design methods varying from terminal beams to seamless technology developed to eliminate isolation joints at bridge structures.
Ultra-Thin Reinforced Concrete Pavements (UTRCP): Towards the development of a structural design guideline for South Africa
Authors: Plessis L du , Denneman E , Killian A , Mngaza K
Published: January 2025

The design and use of Ultra-thin reinforce concrete pavements (UTRCP) are well known and are implemented successfully in residential streets and low volume roads in South Africa. Various authors and publications are available to assist engineers and contractors to successfully design and construct roads using this labor intensive construction technique. The current structural design of UTRCP is for low volume road applications with a total expected traffic of less than 1 million equivalent single 80kN axle loads. This paper deals with an analytical evaluation based on laboratory results and computer modeling to determine the stress condition under loading and to determine the design life of the UTRCP pavement system. The analysis showed that initial design guidelines for the design of UTRCP may have underestimated the required stiffness of the foundation for the pavements. These results are in agreement to visual observations of early failures at UTRCP constructed urban roads and streets. The use of mechanistic-empirical software is recommended for design of the pavements.
NEED BASED ADVANCEMENTS IN MAKING CONCRETE PAVEMENTS
Authors: Kumar Satander , Arora Vikram
Published: January 2025

Presently, innovations in concrete pavements are completely changing its design and construction. New-age concrete of compressive strengths more than 200 MPa also has very high tensile strength with or without the inclusion of steel/ synthetic structural fibers. Similar types of concrete mix proportions are referred in IRC: SP: 83-2008 under “Early Opening to Traffic” (EOT) concrete pavements, for maintenance of rigid pavement. Among other special concrete, Self-Consolidating Concrete (SCC) eliminates the need of mechanical consolidation and electrical energy at site and yields a required surface finish without segregation and undulation. Recently, it has been recommended in IRC:SP-62-2014 for construction of low volume concrete pavements in villages where skilled labour and mechanical/ electrical energy may not be easily available. Other similar technologies which are cost effective and environment friendly are given as under: i) Recycled concrete pavements, ii) Roller compacted concrete pavements (IRC:68-2005), iii) Ultra high performance concrete pavements(IRC:SP:76-2015), iv) High volume processed fly ash concrete pavements (IRC:SP:68-2005), v) Fibre reinforced concrete pavements (IRC:SP:46-2013), vi) Continuously reinforced concrete pavements- IRC:118-2015, vii) No joint sealant concrete pavements as per ACPA viii) Two lift concrete pavement/bonded concrete pavement (IRC:58-2015) ix) Sound reduction technologies x) Evaluation of Rigid pavement using falling weight deflectometer (IRC:117-2015) The paper thus describes new, cost effective, ecofriendly and practically need based advancements for making good quality concrete pavements and their evaluation for saving time and energy which are essential requirements for more infra-structure development with the creation of more jobs to the semi-skilled younger generation.
Development and Demonstration of NDT for Evaluating the Curing Effectiveness of Concrete Pavement Construction
Authors: Sun Peizhi , Zollinger Dan G.
Published: January 2025

Early-age concrete surface moisture evaporation can be a factor during paving of concrete pavement resulting in plastic shrinkage cracking and spalling related delamination. The use of liquid membrane-forming curing compounds is one of the most prevalent methods to protect hydrating concrete surfaces. However, success in the application of curing compounds is not always assured under field conditions; lacking a tool to evaluate the curing effectiveness in terms of the uniformity and the rate of application are main issues. Previous research focused on the measurement of the surface dielectric constant (DC) of concrete as an indicator of the moisture retention capability of a given method of curing; however, the inherent limitations associated with the previous handheld technology prevents the method from being extensively utilized under field conditions. To employ better curing practices and the qualification of the application of different methods of curing, this research considers the use of ground penetrating radar (GPR) technology to measure DC at the surface of a concrete pavement. Analyses of the DC measurements indicated that the GPR system provided a very useful means to rapidly and extensively evaluate the curing effectiveness over a broad extent of a paved surface with great data repeatability; visual observations and statistical analyses validated that the system was able to suggest the uniformity of curing applications and differentiate the effectiveness of various curing applications due to varied rates of application. The research also reinforces the notion that the moisture retention capability of a given method of curing increases with the increase of the rate of application and improvement of curing uniformity.
Impact of Joint Sawing Timing and Depth on Random Cracking: A Case Study
Authors: Darter Michael I.
Published: January 2025

The joint sawing “window” has long been recognized as critical to provide a saw cut that is (1) not too early and damages the surrounding concrete, and (2) not too late and results in random slab cracking. The depth of sawcut has also been recognized as critical to providing an adequate weakened plane that sufficiently minimizes the potential of random cracking but provides as much aggregate interlock as possible for load transfer. Both of these aspects of joint formation must be done properly or serious problems such as random cracking can develop. This JPCP project was constructed in a wet-freeze climate in North America that developed significant early longitudinal cracking. Data collected from the project led to an analysis that demonstrates how both time until saw cutting and depth of the saw cut correlated strongly with the amount of random longitudinal cracking that occurred within a few months after placement. Results showed that had the joints been formed within the specification limits for depth and timing there would have almost no chance of random longitudinal cracking.
Time Line of Airport Use of Continuously Reinforced Concrete Pavement
Authors: Plei Michael N.
Published: January 2025

This paper is a timeline of significant uses of continuously reinforced concrete pavement (CRCP) at airports projects in the United States and abroad. Information has been gathered from detailed records kept at the Concrete Reinforcing Steel Institute during the 1960s and 1970s and from various industry sources from around the world. The paper gives a short overview of the successful applications and performance of CRCP at airport facilities  runways, taxiways, aprons, at both commercial and military airfields. CRCP was first looked at in 1921 by the Bureau of Public Roads, and followed by the Stilesville, Indiana, roadway project in 1938; Vandalia, Illinois, roadway project in 1947; Fairfield, California, roadway project 1949; and many experimental miles in Maryland, Pennsylvania, Texas and other states in the early 1950s. The first use of CRCP at airports began in the 1960s and is still used today, although in a more limited capacity. CRCP served Chicago O’Hare with no major rehabilitation for over 35 years of heavy use. The paper will also briefly cover the design aspects of CRCP for airports, including available design methods.
A Road Map for Research and Implementation of Freeze-Thaw Resistant Highway Concrete
Authors: Cavalline Tara L. , Ley M. Tyler , Sutter Lawrence L. , Weiss W. Jason , Van Dam Thomas J.
Published: January 2025

The freeze thaw (F-T) durability of portland cement concrete (PCC) is a function of the exposure condition, concrete saturation, and the quality of the paste, aggregate, and air-void system. Unfortunately, the interplay of these variables is not well characterized. Because of this, most current specifications use a “one size fits all” approach to designing and specifying F-T durability, an approach that does not address the performance of modern materials, construction methods, and local exposure conditions. In some cases this leads to overdesign of concrete that wastes money and resources. In other cases key performance criteria may be missed that shortens the service life of a highway structure, such as a pavement, bridge element, etc. This paper outlines a road map for research and implementation leading to highway concrete design and specification for F-T durability. The proposed implementation is to consider the local exposure, design life, allowable risk, available materials, construction practices, and maintenance procedures as inputs to the design of the project. This decision making process will help design engineers address the critical FT variables and provide a robust approach to obtaining F-T durability that can be tailored to the needs of the project. All details of this approach are not provided as they are still being established through ongoing or proposed research. Instead, this paper establishes the need, outlines the framework for this approach, and initiates the discussion of what critical details are needed and how they might be obtained.
Reclaimed Asphalt Pavement in Concrete Pavements: Properties, Microstructure, and Design
Authors: Brand Alexander S. , Roesler Jeffrey R.
Published: January 2025

Reclaimed asphalt pavement (RAP), when used as aggregate in concrete, is known to reduce the bulk concrete strength and modulus but not dramatically impact shrinkage, durability, or fracture properties, especially at lower replacement levels. This article presents an overview of RAP aggregates in concrete as it pertains to its effect on properties, microstructure, and pavement design. The mechanisms resulting in decreased strength and modulus for concrete containing RAP have been linked to: (1) the larger, more porous interfacial transition zone (ITZ) and (2) the dominance of an asphalt cohesion failure instead of an asphalt-cement adhesion failure. Despite these reductions in mechanical properties, multiple field studies have indicated that concrete with RAP can perform comparably to conventional concrete pavements, particularly when 10-15% RAP is used. The flexural capacity of concrete slabs with 22% RAP has shown similar behavior to virgin aggregate concrete given the similarities in fracture properties. Fatigue and accelerated pavement testing of rollercompacted concrete with high RAP contents (50-100%) have indicated a reduced fatigue life relative to plain concrete, requiring a slightly thicker design. Based on the literature, RAP aggregate replacement levels less than 25% can be used in concrete pavements without a significant change to the structural design.
Evaluation of Internally Cured Concrete for Paving Applications
Authors: Rao Chetana , Darter Michael I. , Ries John
Published: January 2025

This paper evaluates the use of Internally Cured Concrete (ICC) on Interstates, residential, industrial and other concrete pavement projects from the perspective of design, construction, longevity, curling, durability and life cycle cost. ICC is a concrete mixture in which a portion of the intermediate, and/or fine aggregates (for example, 30 percent of sand) is replaced with similar sized prewetted lightweight aggregate (LWA). Internal curing (IC) is a means to provide hydrating concrete adequate moisture from within the mixture (slab) to replace water lost due to chemical shrinkage. IC may also restore, at least partially, the moisture that escapes through evaporation. IC, which naturally takes place in LWA concrete, has been designed into conventional concrete to release moisture well after placement. ICC has also demonstrated good constructability on field. ICC has shown good durability results in reducing early age shrinkage and associated plastic shrinkage cracking as well as other random cracking on several bridge decks and a few concrete pavement projects. ICC has also demonstrated some benefits in material properties favorably impacting pavement performance that are presented in this paper.
Thoughts on the Service Life of Internally Cured Concrete Considering ASR and FT
Authors: Ideker Jason H. , Li Chang , Michael Wes Jones , Thomas D.A. , Weiss W. Jason
Published: January 2025

Internal curing has been proven as a solution to reduce early-age shrinkage and related cracking in concrete. Internal curing can reduce the risk of built in stress, cracking, and curling in concrete pavements. However, the benefits of internal curing go beyond just shrinkage and cracking mitigation. Research by the author’s has shown the incorporation of fine lightweight aggregate-FLWA can significantly reduce the risk of deleterious alkali-silica reaction. When the FLWA replaces a reactive aggregate a dilution effect occurs, but other benefits also exist. The curing provided by internal curing can react a greater percentage of cementitious material allowing a reduction in cement and an increase in the amount of binder fillers thereby reducing the alkali loading of the mixture. Additionally, the internal curing was shown to reduce the pH of the internal concrete pore solution and led to a refinement of the interfacial transition zone, possibly due to a pozzolanic reaction. The FLWA provides a porous inclusion which appears to enable a reaction product, similar to ASR gel to form however with limited expansion.
CRCP on the N49 – How the repair of the longitudinal joint leads to a better view on the crack formation of CRCP
Authors: Beeldens Anne , Pertry Lucie , De Winne Pieter , Lybaert Marijn , Buys Pascal
Published: January 2025

The N49/E34 is a regional road reconstructed in 2005 by a classic design with 230 mm of CRC on an asphalt interlayer and a lean concrete base. The portion of the road near Assenede was constructed in two stages, with tie bars in the longitudinal construction joint. During construction a problem occurred with the automatic insertion of the tie bars and the contractor had to switch from inserting the tie bars into the fresh concrete to drilling and gluing the tie bars into the hardened concrete. After some years, widening of the longitudinal joint – locally up to 40 mm – was measurable, owing to the malfunctioning of the anchorage in the joint. The closure of a stretch of the road for repairs provided an opportunity for detailed measurements of crack distribution. A difference between the fast lane, which was still bonded to the asphalt interlayer, and the slow lane, which was completely debonded, was clearly visible in the crack pattern. This paper first analyses the problem at the longitudinal joint. In order to determine the cause of the joint widening, ultrasonic tomography was used for a non-destructive analysis, and a visual inspection was made on core samples drilled along the longitudinal joint. A second part will deal with the repair method for the longitudinal joint. A short description of the different feasible methods will be given; cross-stitching was eventually chosen. Details of the rehabilitation work in practice will be shown. Finally, the difference in crack pattern and crack distribution between the slow and the fast lane will be discussed. The failure of the longitudinal joint on a portion of the N49/E34 provided an opportunity to investigate the behaviour of the CRCP more thoroughly, which resulted in a nice test section for measurements of the crack pattern.
FROM THE ROAD TO THE STREET: DIVERSIFIED AND INNOVATIVE CONCRETE PAVEMENT STRUCTURES FRENCH TRENDS AND GUIDELINES
Authors: Abdo Joesph , Christory Jean-Pierre
Published: January 2025

Concrete pavements are found on rural roads as well as on urban and peri-urban roadways. In the design of these rigid structures, official engineering guidelines in France have been completely revised in the past 5 years. The urban environment has been particularly favored with the publication of manuals for standard structures and guides for the design, placement and application of concrete structures and surfacing layers taking fully into account the particular features and requirements of works in and around towns. In addition to these generic roadway documents, particular efforts have been focused on the design of structures for specific applications. Reservoir structures and surface elements incorporated in roadways and in other urban facilities using concrete are one example, another being the pavements of traffic circles, both representing original illustrations of how the specific advantages of concrete are being put to use. These new developments call for compliance with certain rules of the art, which are reviewed in this paper, and which are also dealt with in greater detail in the documents cited in the bibliographical references.
MECHANISM OF LOAD TRANSFER-CRACK WIDTH RELATION IN JPCP: INFLUENCE OF COARSE AGGREGATE PROPERTIES
Authors: Jensen Elin A. , Hansen Will
Published: January 2025

Aggregate interlock was analyzed from continuous measurements of crack deflections for concrete slabs-on-grade subjected to wheel loading up to 40kN using a large-scale slab test system. These results show that aggregate interlock is comprised of at least three significant components: (1) an initial slack or gap between crack surfaces, which exists prior to loading, (2) a sliding of the adjacent crack surfaces, and (3) an in-plane dilation of the crack if unrestrained, otherwise build-up of normal force. The significance of dilation forces increases with crack width and approaches the crack shear load in magnitude for large crack widths (e.g. 2.5mm). These mechanisms vary with crack width and roughness. Roughness in turn is controlled by timing of cracking (i.e. PCC strength), coarse aggregate type and size. Tough and large-size aggregate had reduced slack and sliding and maintained high load transfer.
Arab Philosophical Trends
Authors: al-Salimi Abdulrahman
Published: January 2025

The book explores the complex interactions between 20th-century Arab philosophers and Western modernity. It provides an in-depth analysis of how prominent Arab thinkers responded to the challenges posed by Western ideas of modernization, secularization, and cultural change. The survey covers a wide range of philosophical movements, from Kamal al-Hajj’s Equilibriumism and Naslamiyyah (Christislamity) to Antoun Saadeh’s Material Spiritualism and Abderrahmane Badawi’s Arab Existentialism. These philosophies reflect the diversity of Arab intellectual responses, with some advocating for a modern renaissance rooted in Arab heritage, while others grapple with the consequences of adopting Western models of thought. The ongoing dialogue between tradition and modernity in the Arab world is highlighted, emphasizing the importance of maintaining cultural identity in an era of rapid change. By engaging directly with the primary writings of these philosophers, the book offers a comprehensive examination of an often-overlooked aspect of global intellectual history. This work is crucial for understanding the philosophical underpinnings of contemporary Arab thought and the ongoing struggle to balance modernity with cultural and religious traditions.
Al-‘Aqlāniyya al-Mu‘tadila (Moderate Rationalism): Yousuf Karam (1889–1959)
Authors: al-Salimi Abdulrahman
Published: January 2025

This chapter delves into the philosophical contributions of Yousuf Karam, a prominent figure in Arab intellectual history. Karam’s philosophy, termed Al-‘Aqlāniyya al-Mu‘tadila (Moderate Rationalism), represents a synthesis of rational thought grounded in a moderate approach. The chapter explores his efforts to balance traditional Arab intellectualism with modern rationalism, providing insights into how Karam sought to harmonize religious beliefs with logical reasoning. His work reflects a critical attempt to preserve Arab cultural integrity while engaging with Western philosophical ideas.
Al-Raḥimāniyya (Womb-ism): Zaki al-Din al-Arsuzi (1899–1968)
Authors: al-Salimi Abdulrahman
Published: January 2025

Zaki al-Din al-Arsuzi's philosophy, known as Al-Raḥimāniyya or Womb-ism, is explored in this chapter. Al-Arsuzi developed this unique philosophical framework to emphasize the nurturing and foundational aspects of Arab identity. The chapter discusses how Al-Raḥimāniyya reflects a deep connection to the Arabic language and culture, portraying it as the womb from which Arab civilization emerges and develops. Al-Arsuzi’s work is a significant attempt to root modern Arab identity in the cultural and linguistic heritage of the Arab people, offering a counter-narrative to Western philosophical dominance.
Al-Waḍ‘iyya al-Manṭiqiyya (Logical Positivism) and al-Iṣṭilāḥiyya al-Ṣūriyya (Formalist Conventionalism): Zaki Naguib Mahmoud (1905–93) and Yasin Khalil (1934–86)
Authors: al-Salimi Abdulrahman
Published: January 2025

This chapter examines the contributions of Zaki Naguib Mahmoud and Yasin Khalil to Arab philosophy, particularly their development of Logical Positivism and Formalist Conventionalism. The chapter explores how these philosophies were influenced by Western logical positivism and formalism while being adapted to fit the Arab intellectual and cultural context. Mahmoud and Khalil’s work is presented as a critical engagement with the challenges of modern science and rationalism, providing an Arab perspective on the relationship between language, logic, and reality.
Al-Shakhṣāniyya al-Mutawassiṭiyya (Mediterranean Personalism): René Habachi (1915–2003)
Authors: al-Salimi Abdulrahman
Published: January 2025

René Habachi's philosophy of Al-Shakhṣāniyya al-Mutawassiṭiyya, or Mediterranean Personalism, is explored in this chapter. Habachi’s personalism is characterized by its emphasis on the individual’s role within the broader Mediterranean cultural and philosophical tradition. The chapter discusses how Habachi integrates personalism with Mediterranean values, advocating for a human-centered approach to philosophy that respects the dignity of the individual while acknowledging the interconnectedness of cultural and social identities. His work is positioned as a bridge between Western personalism and Arab philosophical traditions.
Al-Ta‘āduliyya (Equilibriumism) and al-Naṣlāmiyya (Christislamity): Kamal Yousuf al-Hajj (1917–76)
Authors: al-Salimi Abdulrahman
Published: January 2025

This chapter delves into the dual philosophies of Kamal Yousuf al-Hajj: Al-Ta‘āduliyya (Equilibriumism) and al-Naṣlāmiyya (Christislamity). Al-Hajj’s Equilibriumism seeks to create a balanced philosophical approach that harmonizes different aspects of human life, including reason and faith. Meanwhile, Christislamity represents his attempt to reconcile Christianity and Islam within a unified philosophical framework. The chapter explores how these philosophies reflect al-Hajj’s vision for a cohesive and integrated society, offering insights into his broader intellectual project of cultural and religious synthesis.