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Advances in pavement design through full-scale accelerated by David Jones; John Thaddeus Harvey; Angel Mateos; Imad L

By David Jones; John Thaddeus Harvey; Angel Mateos; Imad L Al-Qadi

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Read or Download Advances in pavement design through full-scale accelerated pavement testing: proceedings of the 4th International Conference on Accelerated Pavement Testing, Davis, CA, USA, 19-21 September 2012 PDF

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Additional info for Advances in pavement design through full-scale accelerated pavement testing: proceedings of the 4th International Conference on Accelerated Pavement Testing, Davis, CA, USA, 19-21 September 2012

Sample text

Additionally, partly due to lack of knowledge in proper mixture and structural design, and partly due to deficient construction practices and poor quality control/quality assurance (QC/QA), most pavement projects still fail a few days after construction. Therefore, long term monitoring of properly designed and constructed road projects, from construction to failure, Since the early 1990’s it was evident that the state of the Costa Rican transportation infrastructure was rapidly deteriorating. This condition worsened due to the lack of supervising and planning from the Administration (Ministry of Transportation and Public Works).

Improving the cost effectiveness of the overall programs through cooperative efforts of program planning, data analysis, and device improvements. A list of the identified associations is shown in Table 3 with their associated contact details. 4 include functional distress in their evaluations, with the second-most selected option in the questionnaire indicating that functional distress is not deemed applicable for evaluation using f-sAPT. This is probably influenced by the large number of f-sAPT devices that use short pavement sections for testing (as opposed to test tracks).

The majority of respondents relate their f-sAPT data to pavement temperature and ambient air temperature (between 18 and 24 respondents), with a limited number of respondents evaluating the effects of rainfall, drainage, ageing, and humidity. Most respondents (between 11 and 17) control the pavement and ambient temperature during tests, with moisture control being a secondary parameter that is controlled or monitored (between 7 and 9 respondents). The improved characterization of loading conditions is mirrored by the use of more complicated materials models that can react to these input conditions and provide improved models of the materials’ load responses.

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