The aim of the present study was to examine further the role that self-identity plays in the theory of planned behaviour and, more specifically, to: (1) examine the combined effects of self-identity and social identity constructs on intention and behaviour, and (2) examine the effects of self-identity as a function of past experience of performing the behaviour. The study was concerned with the prediction of intention to engage in household recycling and reported recycling behaviour. A sample of 143 community residents participated in the study. It was prospective in design: measures of the predictors and intention were obtained at the first wave of data collection, whereas behaviour was assessed two weeks later. Selfidentity significantly predicted behavioural intention, a relationship that was not dependent on the extent to which the behaviour had been performed in the past. As expected, there was also evidence that the perceived norm of a behaviourally relevant reference group was related to behavioural intention, but only for participants who identified strongly with the group, whereas the relationship between perceived behavioural control (a personal factor) and intention was strongest for low identifiers.

The theory of planned behaviour: Self identity, social identity, and group norms

computational fluid mechanics and heat transfer is available in our book collection an online access to it is set as public so you can download it instantly. Our digital library hosts in multiple countries, allowing you to get the most less latency time to download any of our books like this one. Kindly say, the computational fluid mechanics and heat transfer is universally compatible with any devices to read.

Computational Fluid Mechanics And Heat Transfer

A. Federal Highway Administration

Exploring environmental and economic costs and benefits of a circular economy approach to the construction and demolition sector. A literature review

Energy and buildings

Stress dependent master curve construction for dynamic (complex) modulus

In 1996, the National Cooperative Highway Research Program (NCHRP) launched Project 1-37A to develop a new design guide for pavement structures. The design guide recommended by the project team in 2004 is based on mechanistic-empirical (M-E) principles and is accompanied by software that handles the execution of the design and performance prediction. The mechanistic empirical pavement design guide (MEPDG) software has gone through various version upgrades and improvements to the incorporated models and user interface, the latest being DarwinME. The design inputs needed for the MEPDG software are classified according to a hierarchy system where the designer can select the level of data accuracy and sophistication based on the economic impact of the project. The selection is also a function of the state-of-knowledge and availability of the data. The levels vary from Level 1, for which design inputs are generally site specific and are determined from material testing and/or in-situ measurement to Level 2 and 3, where default or user-selected values obtained from national and regional experiences such as LTTP sites are used. The performance prediction models incorporated in the MEPDG were validated and calibrated using field performance of selected pavement sections throughout the United States. Coefficients incorporated in the models can thus be regarded as national averages derived from the performance measured from the sites selected for the calibration. While the State Highway Agencies (SHAs) can use those models with the “default” coefficients, a higher level of reliability can be achieved in predicting the distresses if the agencies adjust the coefficients to better suit the conditions prevalent in their states. It is widely recognized that local calibration of the models should thus be performed to take full advantage of the MEPDG. The main goal of this research was to offer the New England and New York state highway agencies guidelines for the implementation of the MEPDG for designing flexible pavements and AC overlays. This report documents the current design practices of the six New England States and New York as well as progress of MEPDG implementation initiatives undertaken by other states. A comprehensive sensitivity analysis of the MEPDG Level 2 and 3 inputs for each of the seven states involved in this study was conducted. The extensive software runs conducted allow for an evaluation of the MEPDG functionality and accuracy for the level of inputs used by comparing predicted distresses with field-measured distresses, and provide individual states with an idea on adequacy of their input database and accuracy that the embedded distress models with nationally calibrated coefficients provide. The findings can be used by the state agencies in their decision on whether to start implementing the MEPDG with current models and coefficients and for what level of analysis, and in prioritizing implementation activities.

New England Verification of National Cooperative Highway Research Program (NCHRP) 1-37A Mechanistic-Empirical Pavement Design Guide

It is known that asphalt concrete in its linear viscoelastic range is thermorheologically simple. This paper presents the experimental/analytical research that demonstrates the validity of the principle of time-temperature superposition even with growing damage and viscoplastic straining by conducting constant crosshead rate tests on specimens that were pulled apart in tension until failure. Direct benefits and applications from this finding include reduction in testing program conditions, development of strength and corresponding strain mastercurves as a function of reduced time, a methodology for the prediction of stress-strain curves for any given crosshead strain test, and simplification of thermorheological analysis of pavement structures.

Time-temperature superposition principle for asphalt concrete with growing damage in tension state

The objective of the research presented in this paper is to develop an accurate and advanced material characterization procedure to be incorporated in the Superpave performance models system. The procedure includes the theoretical models and its supporting experimental testing protocols necessary for predicting responses of asphalt mixtures subjected to uniaxial tension loading. The model encompasses the elastic, viscoelastic, plastic and viscoplastic components of asphalt concrete behavior. Some of the major factors affecting asphalt concrete response, such as rate of loading, loading time, stress/strain amplitude, temperature, and damage, are addressed. The modeling strategy is based on developing separate models for strain components and then integrating those models to form a viscoelastoplastic continuum damage (VEPCD) model. The developed model accurately predicts responses up to localization when microcracks start to coalesce and grow. After that, fracture process zone strains detected using digital image correlation are used to extend the model's ability in predicting responses in the post-localization stage. However, once major macrocracks develop and propagate, the currently developed model ceases to predict responses accurately. At that state, fracture mechanics needs to be integrated with the current continuum damage-based model to predict the response.

Characterization of asphalt concrete in uniaxial tension using a viscoelastoplastic continuum damage model (with discussion)

Reliable materials characterization and performance prediction testing of asphalt concrete requires specimens that can be treated as statistically homogeneous and representative of the material being tested. The objective of this study was to select a proper specimen geometry that could be used for uniaxial tensile testing. Selection was based on the variation of air void content along the height of specimens cut and cored from specimens compacted by the Superpave gyratory compactor (SGC) and on the representative behavior under mechanical testing. From measurement and comparison of air void contents in cut and cored specimens, it was observed for several geometries that sections at the top and bottom and those adjacent to the mold walls have a higher air void content than do those in the middle. It is thus imperative that test specimens be cut and cored from larger-size SGC specimens. Complex modulus and constant crosshead-rate monotonic tests were conducted for four geometries—75 × 115, 75 × 150, 100 × ...

Specimen Geometry Study for Direct Tension Test Based on Mechanical Tests and Air Void Variation in Asphalt Concrete Specimens Compacted by Superpave Gyratory Compactor

Ghassan R. Chehab

Papers

Stress dependent master curve construction for dynamic (complex) modulus

New England Verification of National Cooperative Highway Research Program (NCHRP) 1-37A Mechanistic-Empirical Pavement Design Guide

Time-temperature superposition principle for asphalt concrete with growing damage in tension state

Characterization of asphalt concrete in uniaxial tension using a viscoelastoplastic continuum damage model (with discussion)

Specimen Geometry Study for Direct Tension Test Based on Mechanical Tests and Air Void Variation in Asphalt Concrete Specimens Compacted by Superpave Gyratory Compactor