In 2007, the Mechanistic-Empirical Pavement Design Guide (MEPDG) was successfully approved as the new American Association of State Highway and Transportation Officials (AASHTO) pavement design standard (Von Quintus et al., 2007). Calibration and validation of the MEPDG is currently in progress in several provinces across Canada. The MEPDG will be used as the standard pavement design methodology for the foreseeable future (Tighe, 2013). This new pavement design process requires several parameters specific to local conditions of the design location. In order to perform an accurate analysis, a database of parameters including those specific to local materials, climate and traffic are required to calibrate the models in the MEPDG. In 1989, the Canadian Strategic Highway Research Program (C-SHRP) launched a national full scale field experiment known as the Canadian Long-Term Pavement Performance (C-LTPP) program. Between the years, 1989 and 1992, a total of 24 test sites were constructed within all ten provinces. Each test site contained multiple monitored sections for a total of 65 sections. Each of these sites received rehabilitation treatments of various thicknesses of asphalt overlays. The C-LTPP program attempted to design and build the test sections across Canada so as to cover the widest range of experimental factors such as traffic loading, environmental region, and subgrade type. With planned strategic pavement data collection cycles, it would then be possible to compare results obtained at different test sites (i.e. across traffic levels, environmental zones, soil types) across the country. The United States Long-Term Pavement Performance (US-LTPP) database is serving as a critical tool in implementing the new design guide. The MEPDG was delivered with the prediction models calibrated to average national conditions. For the guide to be an effective resource for individual agencies, the national models need to be evaluated against local and regional performance. The results of these evaluations are being used to determine if local calibration is required. It is expected that provincial agencies across Canada will use both C-LTPP and US-LTPP test sites for these evaluations. In addition, C-LTPP and US-LTPP sites provide typical values for many of the MEPDG inputs (C-SHRP, 2000). The scope of this thesis is to examine the existing data in the C-LTPP database and assess its relevance to Canadian MEPDG calibration. Specifically, the thesis examines the dynamic modulus parameter (|E*|) and how it can be computed using existing C-LTPP data and an Artificial Neural Network (ANN) model developed under a Federal Highway Administration (FHWA) study (FHWA, 2011). The dynamic modulus is an essential property that defines the stiffness characteristics of a Hot Mix Asphalt (HMA) mixture as a function of both its temperature and rate of loading. |E*| is also a primary material property input required for a Level 1 analysis in the MEPDG. In order to perform a Level 1 MEPDG analysis, detailed local material, environmental and traffic parameters are required for the pavement section being analyzed. Additionally, it can be used in various pavement response models based on visco-elasticity. The dynamic modulus values predicted using both Level 2 and Level 3 viscosity-based ANN models in the ANNACAP software showed a good correlation to the measured dynamic modulus values for two C-LTPP test sections and supplementary Ontario mixes. These findings support previous research findings done during the development of the ANN models. The viscosity-based prediction model requires the least amount data in order to run a prediction. A Level 2 analysis requires mix volumetric data as well as viscosity testing and a Level 3 analysis only requires the PG grade of the binder used in the HMA. The ANN models can be used as an alternative to the MEPDG default predictions (Level 3 analysis) and to develop the master curves and determine the parameters needed for a Level 1 MEPDG analysis. In summary, Both the Level 2 and Level 3 viscosity-based model results demonstrated strong correlations to measured values indicating that either would be a suitable alternative to dynamic modulus laboratory testing. The new MEPDG design methodology is the future of pavement design and research in North America. Current MEPDG analysis practices across the country use default inputs for the dynamic modulus. However, dynamic modulus laboratory characterization of asphalt mixes across Canada is time consuming and not very cost-effective. This thesis has shown that Level 2 and Level 3 viscosity-based ANN predictions can be used in order to perform a Level 1 MEPDG analysis. Further development and use of ANN models in dynamic modulus prediction has the potential to provide many benefits.

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Pressure tests on wood have been conducted to determine its properties. The resultswere not as expected, and it is therefore difficult to obtain the parameters of thewood. This project examines how a specific defect in the wood sample affects theresult.The pressure test is simulated with numerical modeling. In the numerical model thecube’s top side is non-parallel with the bottom side, it is in other words somewhattilted.The results from the model agreed with the findings from some pressure tests. Withthose we can easily calculate the wood's properties. For other pressure tests, otherfactors might need to be examined before we can draw any conclusions. / Tryckprover på trä har utförts för att ta reda dess egenskaper. Resultaten blev intevad som förväntades, och det blir därför svårt att få fram träets egenskaper. Dettaprojekt undersöker hur en viss defekt i träprovet påverkar resultatet.Tryckprovet simuleras med numerisk modellering. I modellen är kubens toppsida inteparallell med bottensidan, den är med andra ord något sned.Resultatet från modellen stämde med resultat från vissa tryckprover. Då kan man fåfram träets egenskaper. För andra tryckprover kan andra faktorer behöva undersökasinnan man kan dra några slutsatser.

The purpose of this diploma project has been to investigate the elastic properties of hexagonal close-packed Fe-Ni-Mg alloys at high pressure. Recent research has suggested that iron and magnesium can form an alloy under high pressure because of the great compressibility of the magnesium atoms. This also makes it possible for magnesium alloying with nickel atoms which are very similar to iron so that we get Fe-Ni-Mg alloys. Learning more about the elastic properties of iron alloys at high pressure will give us a better understanding of the inner core of our planet, which is believed to be composed primarily of iron. The calculations are based on a ab-inito method supported on the Density Functional Theory. The calculations were performed with a simulation package based on the Exact Muffin-Tin Orbitals theory, in conjuction with the Coherent Potential Approximation. The effects that small impurities can have on iron are remarkable.

On-chip characterization devices have been used to extract the Young’s modulus, average stress and stress gradient of polysilicon doped with phosphorus using thermal diffusion. Devices for extracting the Young’s modulus, average stress and stress gradients have been designed to work within the range of expected material property values. A customized fabrication process was developed and the devices were fabricated. Static and resonant tests were performed using clamped-clamped and cantilever beams in order to extract material properties. The experimental setup and detailed experimental results and analysis are outlined within. Several doping concentrations have been studied and it has been concluded that the Young’s modulus of polysilicon doped for 2 hours increases by approximately 50GPa and the average stress of polysilicon doped for 2.5 hours becomes more tensile by approximately 63 MPa. It has also been found that short doping times can introduce a large enough stress gradient to create a concave up curvature in free-standing structures. This work was performed in order to determine the usability of doping as a means to increase the sensitivity of temperature and pressure sensors for harsh environments. It has been concluded that doping is a promising technique and is worth studying further for this purpose.

Saskatchewan Highways and Transportation (SDHT) rely on dense-graded hot mix asphalt concrete mixes for construction and rehabilitation of asphalt pavement surfaced highways. As a result of increased commercial truck traffic on the provincial road network, over the last two decades, some of Saskatchewans recently placed dense graded hot mix asphalt concrete (HMAC) pavements have been observed to show a susceptibility to premature permanent deformation in the asphalt mix. One of the aggregate properties thought to have significant influence on mix performance under traffic loading is the shape of the aggregate. Specifically, the physical properties of the fine aggregate (smaller than 5 mm in diameter) are of particular importance in dense graded mixes. Although empirical evidence suggests that there are performance benefits associated with using angular fine aggregate, the relationship of this parameter on mechanistic mix performance and resistance to permanent deformation has not yet been clearly defined.<p>The primary objective of this research was to conduct laboratory analysis to determine the physical, empirical, and mechanistic behaviour sensitivity to the proportion of manufactured and natural fine aggregate in SDHT Type 72 hot mix asphalt concrete. The second objective of this research was to compare the mechanistic behaviour of the Type 72 mixes considered in this research to conventional SDHT Type 70 structural hot mix asphalt concrete.<p>Physical and mechanistic properties of a SDHT Type 72 mix at levels of 20, 40, and 60 percent manufactured fines as a portion of total fines (smaller than 5 mm), and for a SDHT Type 70 mix (which contained 38 percent manufactured fines) were evaluated. Ten repeat samples were compacted for each mix using 75-blow Marshall compaction, and ten samples for each mix were compacted using the Superpave gyratory compaction protocols. Marshall stability and flow testing was conducted on the Marshall-compacted samples. Triaxial frequency sweep testing was conducted on the gyratory-compacted samples using the Rapid Triaxial Tester (RaTT) at 20°C. The testing was conducted at axial loading frequencies of 10 and 0.5 Hz, and at deviatoric stress states of 370, 425, and 500 kPa, respectively. The resulting dynamic modulus, axial and radial microstrains, Poissons ratio, and phase angle were evaluated.<p>The research hypothesis stated that the increased amount of manufactured fines improves mechanistic properties of the Type 72 mix under typical field state conditions, and Type 72 mix with increased manufactured fines can exhibit mechanistic properties equivalent to or exceeding those of a typical type 70 mix. <p>Based on the improved densification properties, increased Marshall stability, increased dynamic modulus, and reduced radial and axial strains, it was demonstrated that increasing manufactured fines content in the SDHT Type 72 mix does improve the mechanistic properties of this dense-graded asphalt mix. It should be noted that there appears to be a minimum level of manufactured fines content that is required to affect mix response to loading, and that this threshold lies somewhere between 40 and 60 percent manufactured fines content for the Type 72 mix tested as part of this research.<p>Further, the Type 72 mix exhibited comparable or improved mechanistic properties relative to the Type 70 mix, which SDHT consider a structural mix. This is illustrated by the Type 72 mix with 60 percent manufactured fines resulting in higher Marshall stability and dynamic modulus, and lower axial microstrains than the Type 70 mix evaluated in this study.<p>It is recommended that other Type 72 and Type 70 mixes are evaluated using similar testing protocols. In addition, field test sections should be used to further verify the research hypothesis investigated here. <p>Economic analysis indicates that substantial savings in life cycle costs of SHDT asphalt concrete surfaced roadways can be realized by engineering well-performing, rut-resistant mixes. The life cycle costs can be reduced annually by approximately $7.4 million, which translates into $102.5 million savings over 18 years, during which the entire pavement network would be resurfaced with well-performing asphalt concrete mixes.<p>Further, enhanced crushing of smaller aggregate top size decreases the amount of rejected material, and increases manufactured fines to coarse aggregate ratio, resulting not only in better engineering properties, but also in the optimized use of the provinces diminishing gravel resources. Pressures on aggregate sources are also reduced by improving life cycle performance of Saskatchewan asphalt concrete pavements. The total potential aggregate savings that can be realized by implementing well-performing Type 72 HMAC mixes amount to 4.3 million metric tonnes of aggregate in the next 42 years. These aggregate savings can help decrease the predicted shortage of aggregate between 2007 and 2049 by approximately 6 percent. The total potential cost savings after 18 years of paving 500 km per year with rut-resistant, well-performing HMAC mixes amount to $112.4 million in present value dollars. The 42 year savings amount to $193.7 million in present day dollars. It is recommended that a more detailed economic analysis be carried out.

Carbon foams exhibit numerous unique properties which are attractive for light weight applications such as aircraft and spacecraft as a tailorable material. Carbon foams, when exposed to air, oxidize at temperatures as low as 500-600 degrees Celsius. The research objectives of this study are to assess the degree of oxidation of carbon foam by experimental and computational methods and evaluate the degradation in stiffness of the bulk foam as a function of oxygen concentration profile, time and temperature. In parallel to simulation, oxidation tests are conducted to observe changes in morphology and to calculate the apparent activation energy. Degradation patterns in the carbon foam microstructure are categorized through optical microscopy (OM) images post oxidation. The influence of microstructure and temperature on the oxygen concentration profile is investigated in parametric models with varying porosity. The degradation in bulk foam stiffness is found to be strongly dependent on the temperature and non-uniform oxygen concentration profile. The overall results enhance the design of experiments for high temperature and oxidative environments, illustrating the relationship between foam microstructure and oxygen concentration in porous media.

This study evaluated the soil properties of clean sand, a silty sand, and a road base that are extensively used as a backfill for full-scale testing at Riverside Campus at Texas A&M University. The three soils were collected at the Riverside Campus and the testing schedule included grain size analysis, hydrometer test, specific gravity, maximum dry density, Atterberg limit, stiffness, direct shear test, triaxial test, and a simple procedure to estimate the maximum and minimum void ratio of the clean sand. Relation between strength/deformation, vertical displacement/shear displacement, and physical properties were evaluated to estimate the frictional resistance and angle of dilation of the clean sand and the silty sand. Numerical simulations of the Direct Shear Test (DST) were conducted on the clean sand using Finite Element Model in the computer program LS-DYNA. The simulations were intended to reproduce the Direct Shear Test (DST) to estimate the frictional resistance and dilatancy effects of the clean sand under different compressive stresses. Field tests were also conducted on the clean sand and the road base. These tests included the in-situ density determination, in-situ water content, and the soil modulus using the Briaud Compaction Device (BCD).

This thesis presents the development of a micro-aspirator chip using vacuum expanded microchannels for mechanical characterization of single cells. Mechanical properties of cells can offer valuable insights into the pathogenic basis of diseases and can serve as a biomarker to identify cells depending on disease state, and thus have the potential for use in human disease diagnostic applications. Micropipette aspiration and atomic force microscopy (AFM) are the most commonly used techniques for measuring mechanical properties of single cells. Though powerful and versatile, both methods have two drawbacks. First, micromanipulation of glass micropipettes and AFM tips require expertise and extensive operator skills. Second, the serial manipulation process severely limits the throughput. Although recently reported microfluidic micropipette device showed the potential of microfluidic chip type micropipette aspiration, difficulty in cell trapping and unnatural cell deformation remain to be solved. In order to address these limitations, a high-throughput micro-aspirator chip, which can deliver, trap, and deform multiple cells simultaneously with single-cell resolution without skill-dependent micromanipulation was developed. The micro-aspirator chip is composed of 20 arrays of cell traps and aspiration channels. The principle of cell trapping is based on differences in flow resistance inside the microfluidic channels. Once the first cell trap is filled with a cell, the next cell coming in passes by the trap and is captured in the next trap. After all traps are filled with cells, negative pressure can then be applied to the integrated aspiration channels using hydrostatic pressure. The aspiration channels are positioned at the center of a trapped cell both in vertical and horizontal directions to obtain a good seal just like a traditional micropipette, a design made possible through a vacuum expanded raised microfluidic channel fabrication technique. Device operation was demonstrated using HeLa cells. The cell trapping efficiency was almost 100 percent. Using this device, Young's modulus of 1.3 ± 0.8 kPa (n = 54) was obtained for HeLa cells. Device to device variation was less than 15.2 percent (n = 3), showing good repeatability of the device. No dependence of the Young's modulus on the cell diameter was found.

ABSTRACT AS4/PEEK (APC-2) is a thermoplastic composite materials consisting of polyether-ether-ketone (PEEK) reinforced with AS4 carbon fibers. APC-2 has been widely used in many weight critical applications because of high specific strength and stiffness, good corrosion resistance, good formability and high temperature durability. However, the susceptibility of composite materials to damage result from low-velocity impacts (for example, from dropped tools, runway stones or hailstones) is a major problem. Low-velocity impact induces internal damage in the composite laminate without any visible sign on the surface, but it is result in a loss of laminate strength. This paper is aimed to investigate the mechanism and mechanical performance of [0/90] and [0/+45/90/-45] laminates subjected to Drop-Weight Impact by a cylindro-conical, a cylindro-hemisphere and a cylindrical impactor tip at temperature of 25¢J, 75¢Jand 125¢J. The study of impact response and post impact strength of composite laminates subjected to low velocity impact shows that the failure mechanism is predominantly delamination and fiber breakage. Generalizing the results of experiment, we can conclude that an impactor with a small nose (cylindro-conical) induces a larger impact-induced damage than one with a large nose (cylindrical), as well as a greater degree of fiber breakage. But for the reduction of post-impact strength, the cylindro-hemisphere impcator induces the most reduction of strength than the cylindro-conical and the cylindrical impactors. The post-impact residual strength of [0/90] specimens is higher than [0/+45/90/-45] specimens. But, [0/+45/90/-45] specimens are better to resist the impact effect. As for the effect of elevated temperature, we found that when the temperature increases, the damage extent reduces slowly. Keywords: composite, low-velocity impact, temperature effect, young's modulus, ultimate strength