bluuebunny/crossref_metadata_2025 huggingface dataset:
Virtual Learning Stress: Addressing Anxiety In EFL Adult Learners at Indonesian Private Universities
Authors: Sholeh Agus , Muchibuddin Muchibuddin
Published: January 2025

The increasing reliance on virtual learning in higher education has supported the development of flexible and accessible learning environments, yet it may also heighten anxiety among students, particularly those studying English as a Foreign Language (EFL). Although virtual learning tools offer significant advantages, research on their psychological impact remains limited, highlighting a gap between technological advancements and understanding of their effects on student well-being. This study examines the relationship between virtual learning and student anxiety, exploring the strategies students use to manage this challenge. Employing a descriptive qualitative approach, data were collected through questionnaires and interviews with 22 English-major undergraduates. Findings indicate that students often experience anxiety due to technological distractions and comprehension difficulties in virtual classrooms. However, students mitigate this anxiety by adopting positive thinking and engaging in relaxing activities. These insights underscore the need for supportive virtual learning environments that prioritize students' emotional well-being alongside academic outcomes.
Targeted Comparative Research Efforts A New Value for International Conferences
Authors: Diependaele Emmanuel G.
Published: January 2025

This paper discusses how the added value of international conferences on concrete roads could be improved. During international conferences on concrete pavements, a lot of interesting innovative techniques are shared with colleagues from all over the world. However, the author is of the opinion that too little innovative conference material is used to actually induce changes in the familiar practice at home, once the participants have returned to their normal professional occupation. In recent years, the exchange of innovative practices and experience has also gained increasing attention from the perspective and concern of implementing concrete pavements in a sustainable manner. In addition to the above observation, it strikes the author that, for certain issues, variations seem to persist, one right next to the other, even within the same country (e.g., the different end treatment techniques end details used for CRCP). The intent of this paper is to look in detail at the reasons of the above state of affairs and to present ideas as to how this situation can be improved and as to how the effectiveness of exchange of alternative techniques and practices could be increased. The paper also makes specific suggestions to improve the comparability and interchangeability of alternative techniques. It is hoped that the paper will instigate a fruitful international discussion, also with regard to sustainability-related considerations on concrete pavements.
Technical and Construction Considerations for Jointed Precast Concrete Pavement Applications
Authors: Buch Neeraj , Tayabji Shiraz , Ye Dan , Brink Wouter
Published: January 2025

Continued efforts are being made to expedite the rehabilitation and reconstruction of concrete pavements using long life concrete repair alternatives. A promising strategy is the use of precast concrete pavement technologies that allow for accelerated repair and rehabilitation of pavements and also result in durable, longer-lasting pavements. Accelerated construction techniques can significantly minimize the impact on the driving public, as lane closures and traffic congestion are kept to a minimum. Road user and worker safety is also improved by reducing users’ and workers’ exposure to construction traffic. The precast technology can be used for intermittent repairs or full-scale, continuous rehabilitation. In intermittent repair of PCC pavement, isolated full-depth repairs at joints and cracks or full-panel replacements are conducted using precast concrete panels. The repairs are typically full-lane width. The process is similar to full-depth repairs and full-panel replacement. In continuous applications, full-scale, project-level rehabilitation (resurfacing) or reconstruction of asphalt and PCC pavements are performed using precast concrete panels. This paper highlights technical and construction considerations for implementing the jointed precast concrete pavement technology.
Building Contoured Pavements With Precast Concrete Pavement Slabs
Authors: Smith Peter J.
Published: January 2025

When precast pavement slabs were first introduced for rapidly replacing and repairing concrete pavement in the early 2000’s, it was commonly believed by roadway engineers and precasters that flat, single-plane slabs could be used in most roadway locations. It has now become apparent that, while flat single-plane panels works in locations where the original roadway is straight and even slightly curved, contoured roadways require similarly-contoured (warped) precast replacement panels. This paper focuses on how highway geometrical features, such as horizontal and vertical curves, super-elevation transitions, vertical and horizontal departures of existing pavement from as-built locations and vertical and horizontal geometry of intersecting roadways, may significantly affect the geometric design, fabrication and installation of mildly-reinforced and precast prestressed pavement slabs. Particular reference will be made to the importance of including parameters for designing and installing non-planar precast pavements in contract plans and specifications.
Initial Results of APT evaluation of Roller-compacted Concrete Performance in South Africa
Authors: Du Plessis Louw , Denneman Erik , Rugodho George , Musundi Steve
Published: January 2025

In conjunction with the Gauteng Department of Roads and Transport and Cosal Consultants CC in South Africa, the CSIR Built Environment is evaluating the applicability of Roller-compacted Concrete (RCC) as an option for the upgrading and rehabilitation of low-volume residential and provincial roads. RCC is normally constructed with a relatively low labor component and with heavy mechanical equipment, the main aim of this investigation has been to evaluate the structural performance of RCC constructed with a relatively high labor component using hand-operated equipment. In order to determine the structural capacity of the RCC, full-scale Heavy Vehicle Simulator (HVS) tests were conducted in conjunction with Finite Element modeling of its behavior. This paper summarizes the provisional results from the first Accelerated Pavement Test (APT) carried out on the control section constructed in the regular fashion with normal, heavy construction equipment. Subsequent testing will include the evaluation of the labor-intensive constructed sections. With APT testing it has been proven that this type of pavement has performed exceptionally well in the dry state, even when constructed on a substandard support system. Initial indications are that the performance of this type of pavement has exceeded its predicted performance.
Field and Laboratory Performance of Cementitious Partial Depth Repair Materials in Cold Climates
Authors: Soliman Haithem , Shalaby Ahmed
Published: January 2025

Incompressible debris accumulating in pavement joints or cracks restricts the free expansion of pavement slabs during warm weather and generates excessive compressive stresses along the joint or crack faces. These stresses cause deterioration and spalling of slab corners and edges and accelerate the rate of pavement degradation. Partial depth repair is a preventative maintenance treatment which is commonly used early in the pavement service life to repair spalls and shallow deterioration and restore the intact pavement surface typically before excessive deterioration occurs. The selected repair material must be compatible with the environmental and load conditions. Replacing the deteriorated concrete with a durable material restores the structure integrity, improves the ride quality, and reduces moisture infiltration to subsurface layers of the pavement. The objective of this paper is to evaluate the performance of several rapid setting cementitious concrete repair materials in cold climates and to develop selection criteria for partial depth repair materials. Six repair materials were applied to a test section on a major arterial road in the City of Winnipeg in the summer of 2010. Pre- and post installation detailed condition surveys were conducted at the repair sites and the field evaluation will continue for the next two years. The field performance of the repair materials was evaluated according to: presence of transverse and longitudinal cracks, separation between the material and concrete slab, surface finish of the repair area, and deterioration of the repair material. Laboratory tests were conducted to evaluate the impact of freeze-thaw and wet-dry cycling on the bond strength between repair materials and regular concrete. Concrete cylinders were prepared in the laboratory. The prepared cylinders had a concrete-repair material interface slanted at 30 degrees from the loading axis. The specimens were subjected to freeze-thaw and wet-dry cycling separately. The degradation of the bond strength between repair material and concrete was evaluated from the compressive testing of the bond cylinders at different levels of freeze-thaw and wet-dry conditioning. Results of laboratory and field evaluation will be used to develop performance-based selection criteria for cementitious partial depth repair materials.
Detection of Voids under a Concrete Airfield Parking Apron using a Heavy Weight Deflectometer (HWD)
Authors: Cervantes V.G. , Malvar L.J.
Published: January 2025

A series of incidents involving aircraft punching through pavements prompted the Navy to develop procedures for detecting voids on airfields. Initially, a successful void detection survey was completed at a Naval Air Station (NAS) where several voids were generated by leakage of large underground drainpipes. To determine the location of the voids, a procedure was developed which used a combination of methods such as internal videotaping of the pipes, heavy weight deflectometer (HWD) testing, ground penetrating radar (GPR), and dynamic cone penetrometer (DCP) testing. This procedure is now routinely applied at all 70 major Navy and Marine Corps airfields. This paper summarizes the methodology and presents a recent field case where a waterline ruptured under a concrete airfield parking apron. After evaluating an area of interest with a HWD possible voids were detected under a number of slabs which were then drilled to be able to take DCP measurements. Grout was used to fill in the voids and Pavement-Transportation Computer Assisted Structural Engineering (PCASE) analysis showed that the pavement should be able to support the estimated traffic levels of that airfield for the next 10 years.
Newly Developed GFRP Dowel Bars for Jointed Plain Concrete Pavement
Authors: Montaigu Mathieu , Ahmed Ehab , Benmokrane Brahim , Thebeau Denis
Published: January 2025

Corrosion of steel dowels in jointed plain concrete pavements (JPCP) reduces their effective service-life and creates considerable maintenance and repair expenditures. Glass fiber-reinforced polymer (GFRP) dowel bars are a non-corrodible and maintenance-free alternative that will potentially reduce the life-cycle cost of JPCP, especially in harsh environmental conditions. This paper describes the performance of the newly developed GFRP dowels under static loading and compares their behavior with that of the epoxy-coated steel dowels. GFRP and epoxy-coated steel dowels were used for jointed pavement prototypes (slab/joint) and were tested under laboratory conditions. The test prototypes measured 2440 mm-long × 610 mm-width × 254 mm-depth. The slabs were cast with a butted joint and each test prototype contained two dowel bars spaced at 306 mm. The test parameters included: (i) dowel bar type (GFRP and epoxy-coated steel), and (ii) dowel bar diameter (34.9 mm and 38.1 mm for GFRP and 28.6 mm for epoxy-coated steel). The test results revealed that both 34.9 and 38.1 mm GFRP dowels showed similar crack pattern and failure mode as epoxy-coated steel ones. Besides, both 34.9 and 38.1 mm GFRP dowels showed higher joint effectiveness than that of the 28.6 mm steel dowels.
Fresh and Hardened Properties of Concrete with Fractionated Reclaimed Asphalt Pavement
Authors: Brand Alexander S. , Smith Ryan , Roesler Jeffrey R. , Al-Qadi Imad L. , Gillen Steven L.
Published: January 2025

A study was completed to investigate the changes in fresh and hardened properties when using coarse, fractionated reclaimed asphalt pavement (FRAP) as a partial replacement of virgin coarse aggregate in a ternary blended concrete. The FRAP replacement levels were 0, 20, 35, and 50%. The ternary blended concrete consisted of 65% Type I Portland cement, 25% Grade 100 ground granulated blast furnace slag, and 10% Class C fly ash. Two coarse FRAP sources were investigated: one washed (16 mm maximum size) and one dirty (12.5 mm maximum size). The dirty FRAP source was additionally processed in the laboratory by washing and sieving over a 4.75 mm sieve to reduce the amount of fines and agglomerated sand/asphalt particles. The fresh concrete properties showed that adding FRAP had little to no effect on the air content, increased the slump, and reduced the unit weight. The fresh and hardened concrete characteristics (compressive, split tensile, and flexural strength) demonstrated that replacement levels up to 35% FRAP could be utilized without compromising existing concrete material specifications for paving. Surprisingly, washing the coarse dirty FRAP did not provide any strength benefit over the dirty, unprocessed FRAP for the sources evaluated.
Evaluation of Cement Content and W/C Influence on Mechanical Behavior of Concrete Pavements
Authors: Rahemi Negar , Afzali Nariman , Nozad Navid
Published: January 2025

Concrete pavements with zero slump under pressure and high rate vibration has highly attracted the interests of engineers. In this study, fifteen different experimental mix designs with different cement content have been studied to improve the concrete pavement properties. Influence of effective factors on these kinds of concretes has also been considered. Then the relations between cement content and abrasion resistance, flexural and compressive strength, and water absorption have presented. The cement content was found as the most important factor in increasing and decreasing the abrasion and water absorption. Increasing the cement content up to 300 (Kg/m3) not only increased the abrasion resistance but also increases the amounts of cement content do not have always a good effect on a concrete quality and strength.
Cryogenic Suction-A Major Salt Scaling Mechanism in Highway Concrete
Authors: Liu Zhichao , Kang Youngjae , Hansen Will , Borgnakke Claus
Published: January 2025

Combined salt and frost attack is a major durability problem in concrete highway pavements in the state of Michigan, USA, where road-salts are used extensively for ice melting purposes. Previous studies have shown that continuous measurement of length-change during a freeze-thaw cycle is an effective tool in indentifying frost mechanisms. In this study the focus was to evaluate the cryogenic suction effect on frost expansion. The net frost expansion (linear dilation) was determined by monitoring the change in length of air-entrained concrete specimens undergoing a freeze-thaw cycle between 20 °C and -20 °C. Two dilation processes were found during freezing, an initial dilation at the freezing point (independent of surface exposure liquid), and a subsequent dilation, which is only found when a salt solution is present on the surface. Specimen expansion continues during the entire freezing period, including a 3 hour ramp at constant temperature (-20 °C). This secondary dilation dominates when the surface is exposed to a deicer solution. At constant temperature below initial freezing point, cryogenic suction of surface liquid (i.e., 3% salt solution) was found to be a major factor in sub-zero liquid transport that causes frost expansion in concrete. During this process, air voids are being filled as well and air is being displaced. Some air near the surface can escape. This was observed at -20 °C where escaping air was trapped in the liquid surface layer.
Rolling resistance on concrete pavements in The Netherlands
Authors: Kramer Wim , Reinink Fred , Hooghwerff Jan
Published: January 2025

In an effort to reduce fuel consumption and CO2, a measurement program initiated by Rijkswaterstaat and province Gelderland was conducted in 2013 to investigate the variation in rolling resistance of passenger cars tyres on different asphalt road surface types on the Dutch main roads (highways and provincial roads). Complementary to the rolling resistance measurements also texture measurements were performed. In addition to this program rolling resistance and texture measurements have been performed on some concrete road sections for the Cement&BetonCentrum. In total 8 concrete road sections were selected and measured. The measurements were a joint effort by M+P and TU-Gdansk. All the concrete road sections were measured on April 2013. The rolling resistance and texture were measured simultaneously. A temperature correction based on the tyre wall side temperature was applied to all rolling resistance coefficients. Two types of concrete road surfaces were measured: brushed concrete (1 road section) and exposed aggregate concrete (7 road sections of different ages: from 8 to 22 years old pavements!). The difference in average rolling resistance coefficient between brushed concrete and exposed aggregate concrete is 0.9 ± 0.4 kg/t (or 10 ± 4 %). This is a significant difference.
SHRP2 R21 Project Implementation: Two-Lift Concrete Paving on I-65, Nashville
Authors: Pierce Linda M. , Snyder Mark B. , Smith Kurt D. , Waller Jamie L.
Published: January 2025

Under Strategic Highway Research Program 2 (SHRP2) Project R21, detailed design and construction guidelines were developed for new composite pavement systems. These systems, consisting of either a hot-mix asphalt (HMA) or portland cement concrete (PCC) wearing course over a structural concrete layer (i.e., HMA/PCC or PCC/PCC), are promising technologies for providing sustainable roadways that can be constructed rapidly and rehabilitated (or renewed) with minimal disruption to the traveling public. New composite pavement systems have proven to provide long service life, excellent surface characteristics, exceptionally smooth ride quality, and high durability. As part of the SHRP2 Implementation Assistance Program, the Tennessee Department of Transportation (TDOT) integrated a two-lift (wet-on-wet) concrete composite pavement into a full-depth shoulder adjacent to a mainline reconstruction project on I-65 in Nashville. TDOT’s interest in the two-lift concrete pavement was driven by a recent specification change requiring a higher quality surface aggregate, and the I-65 project offered the opportunity to evaluate the viability and costcompetitiveness of the two-lift system. This paper describes the construction of the TDOT two-lift composite pavement, including critical aspects of the batching, transport, placement, and post-construction aspects of two-lift composite pavement construction.
Assessment of load transfer across transverse joints
Authors: Foltin Katharina , Eberhardsteiner Lukas , Bayraktarova Kristina , Blab Ronald
Published: January 2025

The current Austrian pavement design method defines standard pavements for different load classes and construction types. To determine standard rigid pavements a mechanistic model is being used. Traffic load is considered through a standard axle and local climate conditions are only included through different subgrade bearing capacities. Load transfer across transverse joints is taken into account but no relation between the used configurations and geometry of dowels and the effectiveness of load transfer at the joint has been established yet. Within a revision of the Austrian pavement design standards a new multilevel design method will be implemented with the aim to better consider the material characteristics of the used concrete. Furthermore, this model is capable of taking into consideration not only climatic conditions and realistic traffic loading but also boundary conditions like load transfer between adjacent slabs.
Concrete Overload Test at the FAA National Airport Pavement Test Facility
Authors: Yin Hao
Published: January 2025

To evaluate the ICAO Overload Criterion for rigid pavements, the Federal Aviation Administration (FAA) is conducting full-scale tests on a new concrete overlay pavement. At the National Airport Pavement Test Facility (NAPTF), the test pavement was constructed with a 9-in thick Portland cement concrete (PCC) surface layer and a 10-in thick aggregate subbase placed on medium strength subgrade. The FAA P-501 standard materials with a design flexural strength of 650 psi were used to build PCC slabs. Various types of instrumentation sensors were installed in the pavement to measure subgrade moisture, concrete temperature, slab movement, and dynamic strain responses. The FAA P-501 concrete materials were characterized by the flexural strength from laboratory cured beam samples and the in-situ modulus derived from portable seismic pavement analyzer (PSPA) testing on as-build slabs.
Strengthening of high volume steel bridge with a thin SFRHSC
Authors: Jurriaans George , Vissers Huub W.A.
Published: January 2025

The Galacopperbridge is part of the Highway A12 and exits of two parallel placed steel bridges, one for each direction, and was built in the 70s. Each bridge has a in total 5 lanes and 2 emergency lanes. The bridge is damaged by the enormous amount of (heavy) traffic and this is much more as foreseen in the design. The result is cracks in the steel plates. The huge amount of intermediate repairs should be a thing of the past. It was decided to strengthen the steel bridge with a Steel Fibre Reinforced High Strength Concrete (SFR-HSC). The starting point of the design is to place a 90 mm thin layer concrete layer directly on an intermediate layer of epoxy with gritted bauxite 3/6. This intermediate layer is the only connection between the steel bridge and the concrete pavement. No other anchoring by means of dowels or anchors is used, that means the concrete pavement sticks at the steel bridge by bond! The pavement was conventionally placed by means of a slipformpaver. Unfortunate sized slabs were placed manually and due to the very stiff fresh concrete, this is a point of attention
Design and construction of a roundabout in fibremix concrete
Authors: Kramer Wim , Stet Marc J.A. , De Kruijf Jan , Van de Vleuten Joris
Published: January 2025

Road pavement constructed with fibremix concrete allows longer distances between joints compared to unreinforced concrete pavements. Fibremix concrete has been used in parking areas near motorways, city roundabouts, road crossings, bicycle paths and regional roads with uncracked lengths up to 80 m. Without a dedicated design tool for fibremix concrete pavements, the maximum crack-free slab length was obtained by trial and error during several projects. In 2015, with the experience from the past years, the Province of Noord-Brabant, a regional government in the Netherlands, has constructed a roundabout in fibremix concrete on a crossing between two regional roads. This paper describes the design, special details and execution of this roundabout in fibremix concrete. Some technical details of the roundabout: T-crossing on the N625 near the city of Oss, the Netherlands One single-lane roundabout: pavement width: 5.25 m Diameter: 50 m Thickness of concrete pavement: 25 cm Fibremix concrete (2 types of steel fibres + 1 type of polypropylene fibre) Only 6 doweled joints Note: the roundabout was designed and constructed by the Den Ouden Group in the period May – June 2015.
Presence of Competition between Paving Material Substitutes and Impact on Material Costs
Authors: Miller T. Reed , Kirchain Randolph , Gregory Jeremy
Published: January 2025

Each year, state DOTs make decisions about which paving jobs to let, and whether they should be designed as concrete, asphalt, or let as alternates. There is wide variation in the amount spent on concrete pavement and asphalt pavement across the states and over time. Asphalt and concrete pavement materials can be considered substitutes because they perform a similar function for consumers. We explore the question: Does the presence of competition between pavement material substitutes within a state impact pavement material prices? Using pay item information from 47 state DOTs since the year 2005 from the Oman BidTabs database, we calculate for each material the weighted average unit costs each year, adjust them for year-toyear change, and average those over the study period. We select the percent of total spending on concrete within a state for a given year as the metric to represent presence of competition. Comparing these, we find that the presence of competition has a significant impact on concrete unit costs. A negative linear trend is observable but not significant for asphalt. Therefore, this result suggests that if a state were to sustain a higher presence of competition for multiple years, they could expect to pay a lower unit cost for concrete overall.
Evaluation of the Albedo-induced Radiative Forcing and CO2 Equivalence Savings: A Case Study on Reflective Pavements in Four Selected U.S. Urban Areas
Authors: Xu Xin , Gregory Jeremy , Kirchain Randolph
Published: January 2025

There is a growing interest in developing cool pavement strategies to mitigate pavement’s impact on the global warming in recent years. One of the mitigation strategies is by increasing the solar reflectance (or albedo) of the pavement surface, which directly contributes to global cooling by adjusting radiative forcing and potentially reduces the energy demand in the urban areas. In this paper, the radiative energy budgets in four urban areas are investigated based on the data derived from NASA satellite measurements. The radiative forcing (RF) due to the change of urban surface albedo as a result of reflective pavements is estimated using a simplified engineering model. The carbon dioxide (CO2) equivalence savings are also calculated with reference to the 100-year global warming potential of CO2. Results show that the implementation of reflective pavement has a great potential to reduce global warming. The CO2 reduction is significant in the urban areas but also affects the surrounding regions to some extent. In the end, we recommend using a climate model incorporating site-specific information that enables the visualization of the outputs through spatial maps. The results from this work would be useful for guiding the implementation of the cool pavement strategies.
Not Concrete or Asphalt but Concrete and Asphalt
Authors: Silfwerbrand Johan L
Published: January 2025

In Sweden and many other countries, there is an intensive competition between asphalt and concrete pavement alternatives. Competition is generally beneficial for economy, development, and quality, but the debate between the two industries is sometimes not based on facts. The asphalt alternative may be the most suitable solution for most cases, whereas the concrete alternative is better in cases with especially high requirements such as cases with very high traffic volumes or through tunnels. There are also advantages in alternatives where you install concrete side by side with asphalt, e.g., by placing concrete in the most trafficked lane and asphalt in the second lane mainly devoted to passes. Furthermore, there exist successful solutions with both concrete on top of asphalt (so called whitetoppings) and asphalt on top of concrete or cement-treated base. The paper describes the advantages and disadvantages with concrete and asphalt as well as the conditions for the various combination alternatives from both a general and a specific Swedish perspective.
Failure Modes in Unbonded Concrete Overlays
Authors: Alland Kevin , Vandenbossche Julie , Sachs Steven , DeSantis John , Burnham Thomas , Khazanovich Lev
Published: January 2025

Unbonded concrete overlays (UBOL) consist of a new Portland Cement Concrete (PCC) layer placed on an existing PCC pavement. The new concrete layer is separated from the existing pavement by an interlayer system, allowing these overlays to be placed on distressed PCC pavements. The interlayer system usually consists of a thin open graded or dense graded hot mix asphalt (HMA) layer or a non-woven geotextile fabric. An effort is currently being undertaken to develop a mechanistic-empirical design procedure for UBOLs. To develop this procedure it is necessary to identify the distresses that commonly develop in these pavement structures. Performance data from in-service pavements at the Minnesota Road Research Facility (MnROAD), in Michigan and Missouri, as well as data in the Long Term Pavement Performance (LTPP) database was reviewed. It was found that primary cracking mechanisms include longitudinal cracking in the wheelpath, at random locations and at mid-lane, and transverse cracking due to reflective cracking, reflective distress and erosion along the transverse joint. Many of these distresses appear to be at least partially caused by breakdown of the interlayer.
Joint Performance in Bonded Concrete Overlays of Asphalt
Authors: DeSantis John , Vandenbossche Julie , Alland Kevin , Sachs Steven , Burnham Thomas , Montenegro Aldo
Published: January 2025

Bonded concrete overlays of asphalt pavements (BCOA), also known as whitetopping, consist of a thin concrete overlay on distressed asphalt or composite pavements. They typically have smaller panel sizes than traditional jointed plain concrete pavements (JPCP) in order to reduce stress levels. Faulting at the transverse joints is a distress in BCOA that is not currently addressed in current design procedures. The pumping mechanism that leads to this distress is the focus of this paper. Pumping in BCOA can develop at either the bottom of the overlay slab within the asphalt layer or at the bottom of the asphalt in the granular layer. It is essential to identify where the faulting initiates for each pavement structure, if accurate faulting models are to be developed for these pavement structures. An examination was conducted of 21 BCOAs located at the Minnesota Road Research Facility (MnROAD) to investigate how faulting initiates in BCOA and the rate at which it develops. To do this, the relationship between deflection load transfer efficiency (LTE) from falling weight deflectometer (FWD) testing and transverse joint faulting was examined. It was found that these parameters can be used in successfully defining when faulting initiates at the top of the asphalt and when it initiates at the top of the granular layer below the asphalt. Finally, the rate of the development of faulting in BCOAs resulting from pumping at the concrete/asphalt interface as well as pumping below the asphalt layer was compared to faulting predictions using current models. A good agreement between the observed and predicted faulting was not achieved.
Curing performance indicators of exposed aggregate layer in two-lift concrete pavement
Authors: Dąbrowski Mariusz , Glinicki Michał A. , Skrzypczyński Michał , Jóźwiak-Niedźwiedzka Daria , Gibas Karolina
Published: January 2025

The use of exposed aggregate concrete (EAC) in the upper layer of two-lift pavements is spread over many European countries including Poland. However, the EAC technology is considered difficult to apply because of inevitable dependence on operator’s experience to control the whole process properly. The proper timing of technological operations is critical. The investigation on the performance of EAC was performed to gain a better understanding of material and environmental factors involved. EAC slabs were manufactured in the laboratory following the procedure applied at the construction site. Air entrained concrete mix design included a variable water to cement ratio and cement type while the type and the content of aggregate was constant. The effects of curing intensity were studied. The strength properties, air void characteristics of hardened concrete, the freeze-thaw resistance and the saltscaling resistance were tested of specimens cored from the slabs, using the European standard methods. EAC permeability was also evaluated using the methods covered by ASTM C1585 and NT Build 492. Such permeability indicators and frost durability were applied to evaluate the differences in EAC layers performance. The environmental vulnerability of EAC mixes used in the upper layer of two-lift pavements is discussed.
Design of Concrete Pavement for the Ohio Turnpike’s Mainline Pavement Replacement: An Innovative Approach
Authors: Majidzadeh Kamran , Saraf Chhote , Albrecht Dennis
Published: January 2025

This paper describes the design of a concrete pavement for a section of the Ohio Turnpike’s mainline pavement. This design is a part of the Ohio Turnpike and Infrastructure Commission’s ongoing project to replace its existing two lanes of 241.26 miles long mainline pavement in both directions (east and west). The original pavement was built as concrete pavement which was subsequently overlaid with asphalt. Resource International, Inc. used current methods of pavement design, including Mechanistic-Empirical Pavement Design Guide (MEPDG), to design a concrete pavement and a composite pavement for this project. The concrete pavement for this section of the Turnpike was designed as a wide width (14’) pavement for the outside lane. This made it possible to build an outside shoulder with Recycled Cement Concrete Aggregates from old pavement and still achieve the benefits of a tied shoulder (decreased slab thickness). The construction of this pavement section (as a composite pavement) was completed in 2011 (WB) and 2012 (EB). Performance data has been collected since its construction. This paper describes the design of the pavement and observations of its performance made so far. The details of testing methods used, analysis performed, and the results are also described in the paper.
Dispersion of Silica Fume at Cellular Sprayed concrete for Simple and Economic Two-Lift concrete Pavement
Authors: Yun Kyong-Ku , Kim Daae , Namkung Kyong
Published: January 2025

The purpose of this paper is to produce high-strength concrete by dispersing silica fume of high fineness using ball bearing effect of foam by spraying and to evaluate and confirm dispersibility of silica fume by EDS. Dispersibility is measured using EDS test by comparing Si content of silica fume pre-blended cement concrete and cellular sprayed concrete. It was confirmed that Si content increase when silica fume is added. Foam has effect on dispersion of silica fume, because after adding foam the coefficient of variation gets lower due to the remixed effect when sprayed. And dispersibility will be very good. Since the unit volume of foam in the control mix has similar value with the foam which disappear after sprayed, the Si average value is also similar.
Replacement of Coarse and Fine Aggregate in Concrete Pavement Mixtures with Recycled Concrete Aggregate
Authors: Brand Alexander S. , Roesler Jeffrey R. , Salas Andres
Published: January 2025

This study considered the effects of recycled concrete aggregate (RCA) as a replacement of both coarse and fine aggregate in concrete. The coarse portion was replaced by 100% RCA and the fine portion was replaced with RCA at various amounts up to 50%. In addition, fly ash and ground granulated blast furnace slag were utilized as partial replacements of cement. All mixtures were prepared using the twostage mixing approach and the coarse and fine RCA were in a partially saturated condition. The use of RCA fine aggregate (RFA) reduced the concrete strength. However, it was found that the concrete can have a statistically similar compressive strength to concrete with 100% coarse RCA and no RFA. The shrinkage for almost all recycled concrete mixes was statistically similar at early ages, but at later ages, concrete containing RFA can potentially shrink more, especially if slag and fly ash are used to replace cement. The findings suggest that, with proper design, both RCA and RFA can be used in concrete pavement applications.
Quantifying Effective Built-in Temperature Difference for Decades- Old Jointed Plain Concrete Pavements in Eastern Washington State
Authors: Chen Zhao , Nassiri Somayeh , Uhlmeyer Jeff
Published: January 2025

Fifteen Portland cement concrete (PCC) slabs from four Jointed Plain Concrete Pavement (JPCP) sections in the Long-Term Pavement Program (LTPP) located in eastern Washington State were studied in this paper. Dipstick-measured transverse deflection profile along with temperature measurements across slabs’ depths collected during falling weight deflectometer (FWD) testing were used in the study. The youngest section in the study was 24 years old at the time of testing. The objective was to characterize the total effective linear temperature difference (TELTD) and the effective built-in temperature difference (EBITD) in the slabs. EBITD is a temperature differential representing the combined effects of construction built-in, as well as long-term drying shrinkage, and creep equivalent temperature differences. Using ISLAB2000, several iterations were run for each slab to identify the TELTDs that would produce slab curvatures close to those measured in the field. For validation purposes, the found TELTDs were used in Westergaard’s closed-form solution for deflections in the transverse direction. Transverse profiles predicted by ISLAB2000 and Westergaard equations matched well. EBITD, was then obtained by simply subtracting the in-field measured temperature differential from TELTD. Variations of EBITDs were found among the four sections, ranging from +31 to -120 °C (55 to -215 °F). Multiple factors, such as structural features, material properties, construction conditions, and climatic conditions, were identified as influential for the predicted EBITDs.
Life Cycle Cost Assessment of Engineered Cementitious Composite (ECC) Precast Pavement in Singapore
Authors: Dinh Nen Nguyen , Nguyen Teron , Yang En-Hua , Lechner Bernhard
Published: January 2025

Heavier trafficked road network in Singapore leads to some concerns about extended road closure during rigid pavement maintenance/rehabilitation process. A quicker pavement repair method using precast panels is potentially good alternative. This paper focuses on the life cycle cost analysis (LCCA) of a proposed precast concrete pavement (PCP) made of Engineered Cementitious Composite (ECC). A precast slab 5.0m x 3.6m x 0.22m is proposed as an alternative for maintenance and rehabilitation of Singapore rigid pavement. With the help of finite element method, this proposed slab is proved to withstand well construction load and has a lifetime of at least 40 years in Singapore heavy traffic condition. User delay cost due to lane closure, one of the key components of LCCA, is estimated with the help of the state of the art microscopic simulation tool for a selected case study area in Singapore. The LCC results show that initial cost contributes mainly on the total cost of ECC PCP whereas user cost is the most significant component in LCC of cast-in-place concrete pavement. ECC PCP can be a very economical solution in term of LCC for concrete pavement rehabilitation and maintenance depends on construction site locations and traffic volume.
DEMONSTRATION OF LIGHTWEIGHT INERTIAL PROFILERS FOR CONSTRUCTION QUALITY CONTROL: STATUS REPORT
Authors: Swanlund Mark E. , Law David
Published: January 2025

The Federal Highway Administration, in partnership with the Road Profiler Users Group (RPUG), AASHTO, ACPA and NAPA solicited State DOTs for participation in projects to demonstrate the use of lightweight inertial profilers to measure pavement profile for construction quality control and acceptance. The objective of the demonstration projects was to field test and evaluate various lightweight non-contact profile measuring devices which will provide data on, 1) the most appropriate methods for measuring pavement smoothness, and 2) guidelines for smoothness specifications for both contractor quality control and agency acceptance testing. Ten states participated in this project in 1999. This paper summarizes the results of the individual state evaluation reports received and makes recommendations concerning inertial profiler operation and calibration as well as proposed construction smoothness specifications based upon inertial profilers.
CONCRETE PAVEMENTS AT THE MUNICH AIRPORT: DESIGN, CONSTRUCTION AND PERFORMANCE
Authors: Springenschmid Rupert , Hessler Rudolf , Fleischer Walter
Published: January 2025

A new airport was built at Munich between 1985 and 1992 (Fig. 1). Two 60 m wide and 4,000 m long runways, as well as all taxiways and aprons were given a two-layer, non-reinforced con- crete pavement with doweled transverse joints (i. e. jointed plain concrete pavement, JPCP), us- ing the slipform construction technique. The aircraft movement areas in concrete have stood the test of time extremely well. Some 20 million passengers having used the airport in 2000, there- fore a second terminal and a second apron are needed. The apron will be constructed also using the "Munich construction method", which has been the model for other German airport, too. The only modification concerns joint filling: Polysulfide-based compounds will replace bituminous joint fillers in the aircraft parking areas – where aircraft are refueled.
THE ULTRATHIN WHITETOPPING OPTION
Authors: Cable James K. , Hart John , Ciha Thomas
Published: January 2025

In 1994, Iowa built 11.6km (7.2 miles) of ultrathin whitetopping on a segment of Iowa Highway 21. Research was carried out under Iowa Highway Research Board Project Number HR-559 for five years and TR-432 for an additional five years. When considering ultrathin as an overlay option, is how long is the performance life and what are the rehabilitation options? Some 41 sections of pavement including three overlay depths, four joint patterns, three surface preparations, and fiber usage were constructed. The methods employed in the rehabilitation and success of each are discussed. Deflection testing, visual surveys, coring, and direct shear testing have continued over the seven years. Analysis of the data have identified ways to estimate accurately the overlay performance in terms of bond strength retained.
Al-Jawwāniyya (Internalism): Othman Amin (1905–78)
Authors: al-Salimi Abdulrahman
Published: January 2025

Othman Amin’s philosophy, Al-Jawwāniyya or Internalism, is the focus of this chapter. Amin advocates for a philosophical approach that emphasizes introspection and the internal dimensions of human experience. The chapter explores how Al-Jawwāniyya seeks to reconcile the inner spiritual life with the outer social realities, presenting a philosophy that prioritizes personal integrity and moral self-awareness. Amin’s work is situated within the broader context of 20th-century Arab thought, highlighting its relevance in addressing the existential crises of the modern Arab world.
Al-Shakhṣāniyya al-Wāqi‘yya (Realistic Personalism): Mohammed Aziz Lahbabi (1922–93)
Authors: al-Salimi Abdulrahman
Published: January 2025

This chapter examines Mohammed Aziz Lahbabi's philosophy of Al-Shakhṣāniyya al-Wāqi‘yya, or Realistic Personalism. Lahbabi’s approach to personalism is grounded in the realities of social and political life in the Arab world, seeking to reconcile individual dignity with communal responsibilities. The chapter explores how Lahbabi navigates the tension between personal freedom and social obligations, advocating for a philosophy that respects individual rights while promoting social justice. His work is presented as a vital contribution to contemporary Arab thought, emphasizing the importance of personalism in addressing modern challenges.
Al-‘Aqlāniyya al-‘Arabiyya (Arab Rationalism): Husam al-Alusi (1936–2013)
Authors: al-Salimi Abdulrahman
Published: January 2025

Husam al-Alusi's philosophy, Al-‘Aqlāniyya al-‘Arabiyya, or Arab Rationalism, is the subject of this chapter. Al-Alusi’s work represents a significant effort to revive rationalist thought within the Arab intellectual tradition. The chapter explores how Alusi critiques irrational tendencies within Arab society, advocating for a philosophy that emphasizes logic, reason, and critical thinking. His approach is seen as an attempt to modernize Arab thought by drawing on the rationalist heritage of classical Arab philosophers while addressing contemporary issues.
The Comic Gothic in Youth Literature: From the Explained Supernatural to the ‘Whimsical Macabre’
Authors: Coats Karen
Published: January 2025

This chapter suggests that the marriage of comedy and Gothic literature originated in The History of Little Goody Two-Shoes (1765) through the use of superiority humour and theexplained supernatural to exalt rationality over superstition. It argues that the attempts of eighteenth-century moralists to fully expel Gothic tropes from children’s literature wereundercut by parodic treatment in the nineteenth century. A theoretical explanation for the benefits of the embodied pleasures of a good scare released in laughter is offered, followed by an overview of the ways that the Comic Gothic has become a dominant aesthetic form of youth literature, deployed to metaphorize social ills and unease, prompt cognitive agility, expand intertextual awareness, promote prosocial ideals, and mitigate existential fears by taking the latter to comically absurd extremes.
Haunting Me, Haunting You: Gothic Parody and Melodrama in Thai Popular Horror
Authors: Ancuta Katarzyna
Published: January 2025

Humour has always been an integral part of Thai horror, a cinematic genre characterized by its internal hybridity and fluidity. Despite some attempts to align local productions with Western or Japanese horror, the majority of Thai horror films continue to mix scares with laughter, frequently featuring the ‘unholy trinity’ of ghosts, slapstick comedy and the kathoey – a Thai third gender category, often depicted in such productions in terms of the Gothic body that issimultaneously the site of ridicule and fear. This article examines the work of two directors who have embraced this approach – Poj Arnon and Yuthlert Sippapak. While Poj Arnon’s films have often been branded as tasteless and nonsensical, each of his 30-something productions has madea healthy profit, attesting to their popularity. In contrast, Yuthlert Sippapak’s works have baffled audiences at several international festivals and the director himself has been promoted as an inscrutable auteur. This article focuses on two major film series by these directors – Hor Taew Tak by Poj Arnon, and Buppah Rahtree by Yuthlert Sippapak. The chapter uses these films to illustrate a distinction between Thai horror comedies and Thai popular horror films, arguing thatthe comic elements are an indispensable part of their Gothic framework and a feature characteristic of Thai popular horror film in general.
Children’s Columns in British Regional Newspapers
Authors: Pooley Siân
Published: January 2025

This chapter examines writing by children that was published in the children’s columns of regional newspapers in late nineteenth- and early twentieth-century Britain. It uses letters to children’s columns to reveal that relatively few of these children from working-class families described reading specialist magazines designed for children. Instead, working-class children’s accounts reveal the importance of weekly ‘family newspapers’, designed with content to appeal to all family members and purchased for only a penny per week. These regional newspapers were at the heart of shared family reading practices and domestic sociability. Working-class children were, on average, more literate than their parents and grandparents, so that demand from child readers also prompted the adoption of innovative formats and content. Young readers became crucial and distinctive influences on the development of the mass newspaper market of late nineteenth- and early twentieth-century Britain.