PAVEMENT DESIGN AND MATERIALS PAPAGIANNAKIS PDF

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Pavement design and materials / A.T. Papagiannakis, E.A. Masad. p. cm. ISBN- (cloth). 1. Pavements—Design and construction. 2. View Table of Contents for Pavement Design and Materials A. T. Papagiannakis · E. A. Masad A comprehensive, state-of-the-art guide to pavement design and materials Summary · PDF · Request permissions · xml. Request PDF on ResearchGate | On Jan 1, , A. T. Papagiannakis and others published Pavement Design and Materials.


Pavement Design And Materials Papagiannakis Pdf

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This textbook covers pavement materials, analysis, design, evaluation, and economics of asphalt and portland concrete roadways. Its intended. Library of Congress Cataloging-inrPublication Data:Papagiannakis, A. T. Pavement design and materials / A.T. Papagiannakis, E.A. Masad.p. of equivalent single axle load, design of rigid and flexible highway pavement “ Pavement Design and Materials” A. T. Papagiannakis, E. A. Masad, John.

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Columns under desirability in table 2 were defined with this concept. The lowest or highest values of each parameter input range were defined as desirable for each MEPDG output.

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Where the parameter is no significant, n was placed in the corresponding cell in table 2. If the signs of the SRC are equal for all performance measures then the desirable input level is a low value for positive SRC or a high value for a negative SRC ignoring all no significant parameters.

Inspection of table 2 shows the signs of SRC are equal for each parameter for all distresses. In case of different signs the desirable value should be selected to favor performance for the most critical distress. Notice that, all sign are equal within parameter for this structure. The better effect should be chosen in case of different signs for a given structure. Cells with n were not considered in the definition of the range side. The column desirable input was defined according to the range side.

It is clear that the expected desirable input values need to be close to these values but not necessarily the same value. Outputs of runs 11 and are extreme values with the highest IRI and cracking. These two runs are not extreme values for rutting. Runs 11 and of the sensitivity analysis were evaluated using the concept of material property desirability. The column Runs in table 3 shows the input values for runs 11 an used in the sensitivity analysis.

A boundary of one third of the input range was used in order to check how far the original values are from the desirable values. Lowest value plus one third of the input range was defined as acceptable for the low rage side. Highest value minus one third of the input range was defined as acceptable for the high range side.

Cells that meet these criteria were identified as ''OK'', cells that fail to meet these criteria were identified with a ''X'', and cells with no significant input parameters were identified with a ''n''. Both 11 and runs fail in most of the input parameters as seen in column Run Checking in table 3. Input values that fail to meet the desirable criteria were replaced with their corresponding desirable value. Input values that meet desirable criteria or are not significant were not altered.

The columns New Runs in table 3 shows the new input values for runs 11 and These new input values were used to run MEPDG and the outputs were analyzed with the distribution of the data from the sensitivity analysis.

The new predicted performance is very low for IRI and rutting and there are not extreme values for cracking. There is a clear improvement in the performance of the pavement structure used in this analysis. Conclusions This study shows that the complexity on the performance of pavement structures can be better understood using MEPDG analyses.

MEPDG can be used in material assessment for a better choice. Comparison of available materials with the desirable materials may be a good idea during the design process. Additionally, this verification allows a better knowledge for the choice of materials in a given pavement structure. This verification provides additional evidence that sensitivity of MEPDG to material properties is well identified using techniques for computer experiments as Latin Hypercube Sampling with metamodeling techniques as multiple regression analysis with standardized regression coefficient and Gaussian stochastic processes.

Generally the pavement design is completed before the contractor is selected. This essentially means that the designers must assume material properties rather than use the specific material for a project. The discontinuity between the pavement design process and the material design process should be reconsidered.

This can be accomplish by using material design procedures with specifications developed to provide the desired levels base on the MEPDG analysis or refine the pavement design layer thicknesses after the material design process. References 1.

ARA, Inc. Available in www. West Virginia University. Orobio, J. Journal of the Transportation Research Board.

No Hall, S. Haider, R. Li, L. Pierce, M. Hallenbeck, J. Papagiannakis, M.

Bracher, J. Li, N. Timm, J. Bower, R.

Pavement Design and Materials

Guclu, H. Ceylan, K. Gopalakrishnan, S. Vol Haider, B. Neeraj, C. Simplified approach for quantifying effect of significant input variables and designing rigid pavements using M-E PDG. Transportation Research Board of the National Academies.

Washington, DC. Kannekanti, J. Sensitivity analysis of design guide distress prediction models for jointed plain concrete pavement. Kim, H. Road Materials and Pavement Design. Vol 8. Graves, K. Ceylan, B. Coree, K.The design period is divided into shorter analysis periods or increments and the critical stresses, strains, and displacements for each increment are converted to incremental distresses.

Pavement design and materials

Jeong and D. Ceylan, B. In other words, pavements structures are combination of layers with different material properties. Where the parameter is no significant, n was placed in the corresponding cell in table 2.

Graves, K. The experiment involved five levels of pavement roughness, three levels of vehicle speed, and two suspension types--air and rubber. Hallenbeck, J.

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