Asbuton Pracampur Antara Harapan dan Kenyataan

Preblended asbuton is one of a kind bitumen modification that used in Indonesia. From the results of laboratory tests and field trials scale, obtained that paved using asphalt mixture has better technical properties than conventional asphalt mix made bu asphalt Pen 60. Therefore, in the General Specifications of Highways 2011, this type of asphalt used for dense and heavy trafficed road. Although the long-term performance of asphaltic mixtures using preblended asbuton have not been surely known, but until now there has been a lot of road sections in Indonesia have used it. The purpose of this study was to evaluate the long-term field performance of preblended asbuton asphaltic mixtures. To achieve these objectives, filed conditions survey, testing and sampling tests have conducted on several roads that use different preblended asbuton (further named Code-O and Code-B), which has served the traffic from one to three years. In this study, the filed long-term performance of the preblended asbuton asphaltic layer viewed from the level of damage and aging asphalt development that occurs in the field. Some conclution derived from this study were that preblended asbuton Code-O or Code-B has a good rutting resistance but preblended asbuton Code-B has a better cracking resistance than Code-O. In terms of short-term aging point of view, preblended asbuton Code-O are better than asphalt Pen 60 and contrary to the Code-B, but for long-term the aging resistance either of preblended asbuton Code-O or Code-B was relative similar to asphalt Pen 60.

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Alkali-activated materials: the role of molecular-scale research and lessons from the energy transition to combat climate change

RILEM Technical Letters ◽

10.21809/rilemtechlett.2019.98 ◽

2020 ◽

Vol 4 ◽

pp. 110-121 ◽

Cited By ~ 1

Author(s):

Claire White

Keyword(s):

Portland Cement ◽

Financial Incentives ◽

Field Performance ◽

Energy Transition ◽

Combat Climate Change ◽

Long Term Performance ◽

Term Performance ◽

Alkali Activated

Alternative (i.e., non-Portland) cements, such as alkali-activated materials, have gained significant interest from the scientific community due to their proven CO2 savings compared with Portland cement together with known short-term performance properties. However, the concrete industry remains dominated by Portland cement-based concrete. This Letter explores the technical and non-technical hurdles preventing implementation of an alternative cement, such as alkali-activated materials, in the concrete industry and discusses how these hurdles can be overcome. Specifically, it is shown that certain technical hurdles, such as a lack of understanding how certain additives affect setting of alkali-activated materials (and Portland cement) and the absence of long-term in-field performance data of these sustainable cements, can be mitigated via the use of key molecular- and nano-scale experimental techniques to elucidate dominant material characteristics, including those that control long-term performance. In the second part of this Letter the concrete industry is compared and contrasted with the electricity generation industry, and specifically the transition from one dominant technology (i.e., coal) to a diverse array of energy sources including renewables. It is concluded that financial incentives and public advocacy (akin to advocacy for renewables in the energy sector) would significantly enhance uptake of alternative cements in the concrete industry.

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Field Performance of Five Species in Four Different Containers in Maine

Northern Journal of Applied Forestry ◽

10.1093/njaf/6.4.183 ◽

1989 ◽

Vol 6 (4) ◽

pp. 183-185

Author(s):

David I. Maass ◽

Andrea N. Colgan ◽

N. Lynn Cochran ◽

Carl L. Haag ◽

James A. Hatch

Keyword(s):

Norway Spruce ◽

Black Spruce ◽

Field Performance ◽

White Spruce ◽

Jack Pine ◽

Red Pine ◽

Conifer Species ◽

Long Term Performance ◽

Term Performance

Abstract Long-term performance of container-grown seedlings in Maine was unknown in the late 1970s. A study was established to test the performance of five conifer species: Norway, white and black spruce, and red and jack pine, grown in four containers of similar volume: Can-Am Multipot #1, Multipot #2, Japanese Paperpot FH408, and Styroblock 4. Seven years after outplanting, stem heights of jack pine and red pine were significantly greater for trees started in Multipot #2 containers. Three spruce species with the greatest growth were started in Multipot #1 containers. Paperpot seedlings ranked second in height for pines, Norway spruce, and white spruce; Styroblock 4's ranked last for all species. North. J. Appl. For. 6:183-185, December 1989.

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A Two-Door Airplane Boarding Approach When Using Apron Buses

Sustainability ◽

10.3390/su10103619 ◽

2018 ◽

Vol 10 (10) ◽

pp. 3619 ◽

Cited By ~ 15

Author(s):

Camelia Delcea ◽

Liviu-Adrian Cotfas ◽

Nora Chiriță ◽

Ionuț Nica

Keyword(s):

Turnaround Time ◽

Agent Based Modeling ◽

Point Of View ◽

New Method ◽

Direct Influence ◽

Agent Based ◽

Long Term Performance ◽

Term Performance ◽

New Infrastructure

Boarding is one of the major processes of airplane turnaround time, with a direct influence on the airline companies’ costs. From a sustainable point of view, a faster completion of the boarding process has impact not only on the airline company’s long-term performance, but also on customers’ satisfaction and on the airport’s possibility of offering more services without additional investments in new infrastructure. Considering the airplane boarding strategies literature, it can be observed that the latest papers are dealing with developing faster boarding strategies, most of them considering boarding using just one-door of the aircraft. Even though boarding on one-door might be feasible for the airports having the needed infrastructure and sufficient jet-bridges, the situation is different in European airports, as the use of apron buses is fairly common. Moreover, some of the airline companies have adapted their boarding pass in order to reflect which door one should board once they get down from the bus. While using these buses, the boarding strategies developed in the literature are hard to find their applicability. Thus, a new method for boarding on two-door airplanes when apron buses are used is proposed and tested against the actual boarding method. A model is created in NetLogo 6.0.4, taking advantages of the agent-based modeling and used for simulations. The results show a boarding time reduction of 8.91%.

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Approaches to forecast oil field performance at the well pads level and beta testing on oilfields of RN-Nyaganneftegaz (ROSNEFT)

PROneft’ Proffessional’no o nefti ◽

10.51890/2587-7399-2021-6-4-123-130 ◽

2021 ◽

Vol 6 (4) ◽

pp. 123-130

Author(s):

Aleksandr V. Korytov ◽

Oleg A. Botkin ◽

Aleksandr V. Knyazev ◽

Petr V. Zimin ◽

Dmitriy P. Patrakov ◽

...

Keyword(s):

Analytical Methods ◽

Field Performance ◽

Oil Production ◽

Curve Analysis ◽

Oil Field ◽

Oil Fields ◽

Decline Curve ◽

Long Term Performance ◽

Term Performance

Background. The study performed by Rosneft employees shown in this paper demonstrates approach and analytical methods that allows to forecast oil production at the level of minimal infrastructure units. These approaches are used to forecast long-term oil production and predict infrastructure blockage. The approach was partially automated by the authors. This made it possible to testing at giant Krasnoleninskoye oilfield. Aim. The study was performed in order to develop and test an approaches to forecast oil production of large oil fields with high detail levels. Materials and methods. Common methods of decline curve analysis and water-into-oil curve analysis were used in this work to analyze the precondition. The main feature of the approach is the analysis of precondition at the level of large well clusters and transfer it to the level of wells. Some of the actions were automated by new proprietary software and were tested at the giant brown field. The software was integrated with the corporate database. Results. An author’s approach has been developed. The approach allows to forecast oil production at the level of infrastructure units using analytical methods. Oil production of the giant brown field with high detail levels were forecasted using the proposed approaches and developed software. Conclusions. The results show that the developed approaches and software can be used to forecast mediumand long-term performance of producing oil fields in the conditions of existing external and infrastructural constraints.

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Development of the Asphalt Multi-Integrated Roller Field and Experimental Studies

Journal of Construction Engineering ◽

10.1155/2015/752674 ◽

2015 ◽

Vol 2015 ◽

pp. 1-7 ◽

Cited By ~ 2

Author(s):

Abd El Halim Omar Abd El Halim ◽

Amir Omar Abd El Halim ◽

Moustafa Awadalla ◽

Mohamed Adel Hassanin

Keyword(s):

Research Work ◽

Experimental Studies ◽

Geographic Location ◽

Field Trials ◽

Asphalt Pavements ◽

Flat Plates ◽

New Developments ◽

Long Term Performance ◽

Term Performance

Asphalt pavements have been compacted using steel drum rollers for a century. However, the problems that are observed today on these pavements are universal with no solution in sight. Intensive research work has been invested to identify the mechanisms that cause these problems. A recent development was the introduction of SuperPave mix design, GP asphalt cements, and the use of reinforcing elements ranging from polymer to steel bars. Yet it seems that none of these solutions have succeeded in eliminating any of the old problems. The pavements suffer from serious distresses regardless of the geographic location of the pavements and its design, materials, traffic loads, and climate condition. This paper presents a new approach to deal with the problems facing the asphalt pavements. While the research efforts to date concentrated on materials-related solutions, this paper identifies conventional compaction equipment as the cause of many problems observed on the pavements. The paper provides the development of the new Asphalt Multi-Integrated Roller, AMIR, and discusses new developments leading to a number of commercial field trials on several Ontario highways. The paper concludes that current compactors must be replaced with soft flat plates in order to achieve the required specifications for long term performance.

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Influence of Different Warm Mix Additives on Characteristics of Warm Mix Asphalt

Materials ◽

10.3390/ma14133534 ◽

2021 ◽

Vol 14 (13) ◽

pp. 3534

Author(s):

Anda Ligia Belc ◽

Erdem Coleri ◽

Florin Belc ◽

Ciprian Costescu

Keyword(s):

Asphalt Mixture ◽

Warm Mix Asphalt ◽

Organic Additive ◽

Climatic Conditions ◽

Organic Additives ◽

Chemical Additive ◽

Warm Mix Additives ◽

Long Term Performance ◽

Term Performance

The interest in minimising fuel consumption and greenhouse gas emissions among road specialists is increasing. Thus, methods for reducing asphalt concrete mixing and compaction temperatures by a few tens of degrees Celsius without compromising the long-term performance has become a topic of significant interest. This study is focused on the analysis of warm mix asphalt (WMA) prepared with locally available materials in order to determine the suitable technology applicable to the specific traffic and climatic conditions of Romania. WMA was prepared using different warm mix additives (organic additives, chemical additive, and synthetic zeolite) at different mixing and compaction temperatures, and bitumen blends with these additives were analysed by carrying out the dynamic shear rheometer test and evaluating the penetration index. In conclusion it was noted that most additives did not lead to a significant change of bitumen`s characteristics, but the organic additive had a big influence on the bitumen`s properties. The characteristics of WMA are very similar to those of HMA. The mixing and compaction temperatures could be reduced by approximately 40 °C when WMA was blended with the additives without compromising the performance of the asphalt mixture, compared to hot mix asphalt.

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Optimizing In-Place Density Through Improved Density Specifications

Transportation Research Record Journal of the Transportation Research Board ◽

10.1177/0361198120908224 ◽

2020 ◽

Vol 2674 (3) ◽

pp. 211-218

Author(s):

Tim Aschenbrener ◽

Nam Tran

Keyword(s):

Asphalt Mixture ◽

Test Results ◽

State Highway ◽

Federal Highway ◽

Critical Requirement ◽

State Highway Agencies ◽

Long Term Performance ◽

Term Performance ◽

Density Results

The objective of this research was to (1) determine critical requirement(s) for in-place density based on a review of the literature; (2) analyze density test results shared by state highway agencies (SHAs) across the country to identify state specifications that minimize density results failing the identified critical requirement; and (3) document specification parameters that are important to achieve the critical requirement to share with SHAs that are interested in improving their density specifications. Based on prior research, the minimum density of an asphalt mixture should be 92.0% of the theoretical maximum specific gravity, as density below this critical level would have a detrimental effect on the long-term performance of the mix. Twelve SHAs identified thus far in this research have successfully adopted density specifications that minimize the number of test results below the 92.0% threshold. The statewide density results below the threshold in these states ranged from 3.1 to 11.0%. The density specifications in the 12 states play an important role in achieving these results as discussed in the paper. The case study presented in this paper showed that the density results below the identified threshold for a state in the Federal Highway Administration (FHWA) Demonstration Project decreased from 20.0% to only 5.7% with an improved density specification. There are likely more states with test results like those identified, and they will be added as they are identified in the future. In addition, more states will be added as they make improvements to their density specifications through this effort.

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Effects of Cement–Mineral Filler on Asphalt Mixture Performance under Different Aging Procedures

Applied Sciences ◽

10.3390/app9183785 ◽

2019 ◽

Vol 9 (18) ◽

pp. 3785 ◽

Cited By ~ 2

Author(s):

Zhenyang Fan ◽

Xuancang Wang ◽

Zhuo Zhang ◽

Yi Zhang

Keyword(s):

Asphalt Mixture ◽

Tensile Tests ◽

Asphalt Mixtures ◽

Modified Asphalt ◽

The Road ◽

Aging Conditions ◽

Mineral Powder ◽

Long Term Performance ◽

Term Performance

Cement-containing mineral powder can effectively improve the moisture stability of an asphalt mixture; therefore, this study systematically summarizes the research status of cement–mineral fillers on the performance of an asphalt mixture and determines the limitations of related studies. In this study, long-term performance tests of styrene-butadiene-styrene- (SBS)-modified asphalt mixtures are designed and evaluated with different blending ratios of the cement–mineral powder under three aging conditions. Moreover, the effect of the cement–mineral composite filler on long-term performance of the asphalt mixture using different blending ratios is determined. Cement improves the high-temperature performance and water stability of asphalt mixtures, but only for certain aging conditions. Considering the regulations for the road performance of asphalt mixtures for three aging conditions, as well as long-term performance considerations, the results indicated that the mass ratio of Portland cement to mineral powder must not exceed 2:2. Low-temperature bending and splitting tensile tests confirmed that an excessive amount of cement filler will embrittle the modified asphalt mixture during long-term aging, thereby deteriorating the tensile properties. The mechanism by which the filler influences the performance of the asphalt mixture should be further studied from the perspective of microscopic and molecular dynamics.

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Long-Term Performance of Conductive-Paint Anodes in Cathodic Protection Systems for Inland Concrete Piers in Virginia

Transportation Research Record Journal of the Transportation Research Board ◽

10.3141/1642-06 ◽

1998 ◽

Vol 1642 (1) ◽

pp. 43-50 ◽

Cited By ~ 5

Author(s):

Gerardo G. Clemeña ◽

Donald R. Jackson

Keyword(s):

Cathodic Protection ◽

Electrically Conductive ◽

Reinforced Concrete Bridge ◽

Protection Systems ◽

Overall Performance ◽

Long Term Performance ◽

Term Performance ◽

Better Than ◽

Conductive Paint

As part of continuous efforts to identify effective and durable anodes for use in cathodic protection (CP) of reinforced concrete bridge members, a water-based, electrically conductive paint was evaluated for use as the secondary anode in CP systems for inland concrete piers. The paint was used in two CP systems—one designed and built approximately 6 years ago and the other 8 years ago—to protect the concrete piers of two pairs of twin bridges in Virginia. When adjusted properly, the two systems provided more than sufficient protection to the reinforcing steel. Natural paint deterioration occurred in both systems. In the 8-year-old system, this deterioration ranged from 0 to 0.37 percent. In the 6-year-old system, it ranged from 0 to 0.14 percent. Most of the deterioration occurred at the ends of the pier caps, where the concrete is not sheltered from rain by a deck overhang. The overall performance of the conductive paint in these CP systems was better than expected. Its effectiveness could last for at least 15 years, even longer if minor paint deterioration is touched up as early as possible. This type of conductive paint should, therefore, be considered a suitable secondary anode for use in CP of inland concrete piers.

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