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―Margaret Atwood‘s Divided Self‖ explores four novels by celebrated Canadian author, Margaret Atwood: Lady Oracle, Surfacing, Alias Grace, and The Robber Bride. Although others have discussed the reoccurring themes of disunity and duality in Atwood‘s work, these explorations have not addressed some of her newest novels and have taken a very limited approach to reading and understanding Atwood‘s theme of the divided self. This study opens up a literary ―conversation‖ about Atwood‘s theme of the divided self by examining the protagonists of these select novels by using different branches of theory and thought to fully explore this issue. To conquer their double or multiple identities Atwood‘s protagonists in these novels must take two actions: 1) Accept their double/multiple identities as a part of themselves and 2) transcend this position and the resulting ―hauntings‖ by their mothers (or their decision to choose a replacement female ―mother‖ figure) by becoming mothers themselves. The introduction chapter ―The Author as ‗Slippery Double‘‖ explores Atwood‘s position as a ―slippery (divided) subject‖ between her writing/social and interior selves. Chapter one, ―Canadian Women: Nature, Place, and the Divided Other in Atwood‘s Works‖ explores the role of nature, place, and femininity in Atwood‘s divided protagonists. Chapter two, ―The Uncanny Double: Haunting Entities and the Divided Self in Atwood‘s Fiction‖ contains the main argument and explores the role of the uncanny in Atwood‘s works. Although I explore these four novels most thoroughly explored, this theme runs throughout Atwood‘s entire body of work. Although I mostly use close readings of the primary texts, I also ground my argument in the work of theorists in several fields of thought including Sigmund Freud, Louis Althusser, George H. Mead, and Jacques Lacan.

The project elaborated in frame of engineering studies, solves the problem of restoration of the damaged hinge groove blades, and the surfacing of cylindrical faces of the SAW method, using additional material TOPCORE 838 B. The turbine rotor is made from steel with high resistance temperature 30CrMoNiV5-11. Based on literature studies and issues surfacing calculation, it was established that will preheat the material. The issue was solved by using simulation program SYSWELD.

It has been well proven that as the skid resistance of a road surfacing decreases, the number of loss of control type crashes increases, causing road death and injuries. However, the management of skid resistance of road surfacings continues to be difficult due to the inherent and sometimes random variation in skid resistance levels over time. This study is an investigation and analysis of seasonal and short term variation of measured skid resistance in two phases. Phase 1: Regular field monitoring was undertaken using the GripTester and the Dynamic Friction Tester measurement devices on seven sites in the Auckland and Northland Regions of New Zealand was undertaken over a three year period. The effects of temperature, rainfall, contaminants, new surfacings, geometric elements and aggregate properties were analysed to investigate factors that initiate changes in the measured skid resistance of pavement surfacings. Phase 2: Laboratory prepared samples were constructed for accelerated polishing and skid resistance testing of four different aggregates (two greywackes, a basalt and an artificial iron-making melter slag aggregate). The samples were polished in an accelerated polishing machine to an ‘equilibrium skid resistance’ level (Stage 1 polishing). Contaminants were then added to the accelerated polishing process to determine the effect of varying additive, particle size and hardness in an attempt to simulate seasonal and/or short-term variations that occur in the field. The results have demonstrated that significant and previously unpredictable variations (greater than 30%) in measured skid resistance can occur over short time periods. These variations cannot be explained by any one factor. They are the result of a number of inter-related factors, including the geological properties of the aggregates and the contaminants themselves, the previous rainfall history, the road geometry, the calendar month of the year and (depending upon the measurement device), the temperature during testing. The laboratory tests demonstrate that accelerated polishing tests of aggregate samples could be prepared for testing by the Dynamic Friction Tester and that significant variations in measured skid resistance could be simulated on various aggregates in the laboratory by the addition of contaminants. The results of the testing and addition of contaminants on various aggregates resulted in significant behavioural differences which were related to the geological properties of the aggregates themselves, as well as the contaminants used in the accelerated polishing process. The findings of the research have specific relevance to three areas of industry; Road Controlling Authorities who are primarily interested in skid resistance policy, standards and management, Road Asset Managers who operate, maintain and manage condition level and the safety aspects of the road network and Crash Investigators who collect and analyse crash data primarily for legal proceedings. All three of these industry organisations need to clearly understand the inherent variability of skid resistance, the factors involved and the effects that geological and environmental variations have on skid resistance measurement. / Specific appreciation (as outlined below) is given to the significant industry partners/supporters that have helped support the research in many different ways. Firstly, I must give special thanks to Works Infrastructure Limited who have supported the research both financially and with resources almost from the outset of the research programme. The field testing data collection in the Northland Region of New Zealand would not have been possible without the support of the Whangarei Works Infrastructure team which included Peter Houba, Peter King, Matthew Findlay, Glen Kirk and the temporary traffic control team headed by Derek Phillips. Thanks also go to the Auckland Works Infrastructure testing laboratory which supplied aggregate supplies for laboratory sampling and testing and whose technicians also undertook Polished Stone Value tests on the aggregate samples. Special thanks are also given to Michael Haydon and David Hutchison from the technical management team of Works Infrastructure who have always been willing to listen to my requests and the many discussions that we have had on aspects of skid resistance, policy and technical matters. Pavement Management Services and especially Dr John Yeaman and Daniel Rich for their support for the research programme from the beginning, and secondly for financially contributing to the purchase of the Dynamic Friction Tester for the static field testing and the laboratory tests. Achnowledgement is also given to The Ports of Auckland and especially Jo Campbell of the AXIS Intermodal group that allowed access to the rail grid site as a field-testing site outside of normal port operation hours. Transit New Zealand head office staff (Mark Owen, David Cook and Chris Parkman) are also thanked for their support of the research and in enabling access to historic SCRIM and RAMM data on the Transit New Zealand state Highway network. Land Transport New Zealand (formerly Transfund New Zealand) are acknowledged for their significant financial support of the research, in terms of the Land Transport New Zealand Research project that allowed the field research data collection and analysis programme to continue for a further year and for the extension to the controlled laboratory testing.

It has been well proven that as the skid resistance of a road surfacing decreases, the number of loss of control type crashes increases, causing road death and injuries. However, the management of skid resistance of road surfacings continues to be difficult due to the inherent and sometimes random variation in skid resistance levels over time. This study is an investigation and analysis of seasonal and short term variation of measured skid resistance in two phases. Phase 1: Regular field monitoring was undertaken using the GripTester and the Dynamic Friction Tester measurement devices on seven sites in the Auckland and Northland Regions of New Zealand was undertaken over a three year period. The effects of temperature, rainfall, contaminants, new surfacings, geometric elements and aggregate properties were analysed to investigate factors that initiate changes in the measured skid resistance of pavement surfacings. Phase 2: Laboratory prepared samples were constructed for accelerated polishing and skid resistance testing of four different aggregates (two greywackes, a basalt and an artificial iron-making melter slag aggregate). The samples were polished in an accelerated polishing machine to an ‘equilibrium skid resistance’ level (Stage 1 polishing). Contaminants were then added to the accelerated polishing process to determine the effect of varying additive, particle size and hardness in an attempt to simulate seasonal and/or short-term variations that occur in the field. The results have demonstrated that significant and previously unpredictable variations (greater than 30%) in measured skid resistance can occur over short time periods. These variations cannot be explained by any one factor. They are the result of a number of inter-related factors, including the geological properties of the aggregates and the contaminants themselves, the previous rainfall history, the road geometry, the calendar month of the year and (depending upon the measurement device), the temperature during testing. The laboratory tests demonstrate that accelerated polishing tests of aggregate samples could be prepared for testing by the Dynamic Friction Tester and that significant variations in measured skid resistance could be simulated on various aggregates in the laboratory by the addition of contaminants. The results of the testing and addition of contaminants on various aggregates resulted in significant behavioural differences which were related to the geological properties of the aggregates themselves, as well as the contaminants used in the accelerated polishing process. The findings of the research have specific relevance to three areas of industry; Road Controlling Authorities who are primarily interested in skid resistance policy, standards and management, Road Asset Managers who operate, maintain and manage condition level and the safety aspects of the road network and Crash Investigators who collect and analyse crash data primarily for legal proceedings. All three of these industry organisations need to clearly understand the inherent variability of skid resistance, the factors involved and the effects that geological and environmental variations have on skid resistance measurement. / Specific appreciation (as outlined below) is given to the significant industry partners/supporters that have helped support the research in many different ways. Firstly, I must give special thanks to Works Infrastructure Limited who have supported the research both financially and with resources almost from the outset of the research programme. The field testing data collection in the Northland Region of New Zealand would not have been possible without the support of the Whangarei Works Infrastructure team which included Peter Houba, Peter King, Matthew Findlay, Glen Kirk and the temporary traffic control team headed by Derek Phillips. Thanks also go to the Auckland Works Infrastructure testing laboratory which supplied aggregate supplies for laboratory sampling and testing and whose technicians also undertook Polished Stone Value tests on the aggregate samples. Special thanks are also given to Michael Haydon and David Hutchison from the technical management team of Works Infrastructure who have always been willing to listen to my requests and the many discussions that we have had on aspects of skid resistance, policy and technical matters. Pavement Management Services and especially Dr John Yeaman and Daniel Rich for their support for the research programme from the beginning, and secondly for financially contributing to the purchase of the Dynamic Friction Tester for the static field testing and the laboratory tests. Achnowledgement is also given to The Ports of Auckland and especially Jo Campbell of the AXIS Intermodal group that allowed access to the rail grid site as a field-testing site outside of normal port operation hours. Transit New Zealand head office staff (Mark Owen, David Cook and Chris Parkman) are also thanked for their support of the research and in enabling access to historic SCRIM and RAMM data on the Transit New Zealand state Highway network. Land Transport New Zealand (formerly Transfund New Zealand) are acknowledged for their significant financial support of the research, in terms of the Land Transport New Zealand Research project that allowed the field research data collection and analysis programme to continue for a further year and for the extension to the controlled laboratory testing.

It has been well proven that as the skid resistance of a road surfacing decreases, the number of loss of control type crashes increases, causing road death and injuries. However, the management of skid resistance of road surfacings continues to be difficult due to the inherent and sometimes random variation in skid resistance levels over time. This study is an investigation and analysis of seasonal and short term variation of measured skid resistance in two phases. Phase 1: Regular field monitoring was undertaken using the GripTester and the Dynamic Friction Tester measurement devices on seven sites in the Auckland and Northland Regions of New Zealand was undertaken over a three year period. The effects of temperature, rainfall, contaminants, new surfacings, geometric elements and aggregate properties were analysed to investigate factors that initiate changes in the measured skid resistance of pavement surfacings. Phase 2: Laboratory prepared samples were constructed for accelerated polishing and skid resistance testing of four different aggregates (two greywackes, a basalt and an artificial iron-making melter slag aggregate). The samples were polished in an accelerated polishing machine to an ‘equilibrium skid resistance’ level (Stage 1 polishing). Contaminants were then added to the accelerated polishing process to determine the effect of varying additive, particle size and hardness in an attempt to simulate seasonal and/or short-term variations that occur in the field. The results have demonstrated that significant and previously unpredictable variations (greater than 30%) in measured skid resistance can occur over short time periods. These variations cannot be explained by any one factor. They are the result of a number of inter-related factors, including the geological properties of the aggregates and the contaminants themselves, the previous rainfall history, the road geometry, the calendar month of the year and (depending upon the measurement device), the temperature during testing. The laboratory tests demonstrate that accelerated polishing tests of aggregate samples could be prepared for testing by the Dynamic Friction Tester and that significant variations in measured skid resistance could be simulated on various aggregates in the laboratory by the addition of contaminants. The results of the testing and addition of contaminants on various aggregates resulted in significant behavioural differences which were related to the geological properties of the aggregates themselves, as well as the contaminants used in the accelerated polishing process. The findings of the research have specific relevance to three areas of industry; Road Controlling Authorities who are primarily interested in skid resistance policy, standards and management, Road Asset Managers who operate, maintain and manage condition level and the safety aspects of the road network and Crash Investigators who collect and analyse crash data primarily for legal proceedings. All three of these industry organisations need to clearly understand the inherent variability of skid resistance, the factors involved and the effects that geological and environmental variations have on skid resistance measurement. / Specific appreciation (as outlined below) is given to the significant industry partners/supporters that have helped support the research in many different ways. Firstly, I must give special thanks to Works Infrastructure Limited who have supported the research both financially and with resources almost from the outset of the research programme. The field testing data collection in the Northland Region of New Zealand would not have been possible without the support of the Whangarei Works Infrastructure team which included Peter Houba, Peter King, Matthew Findlay, Glen Kirk and the temporary traffic control team headed by Derek Phillips. Thanks also go to the Auckland Works Infrastructure testing laboratory which supplied aggregate supplies for laboratory sampling and testing and whose technicians also undertook Polished Stone Value tests on the aggregate samples. Special thanks are also given to Michael Haydon and David Hutchison from the technical management team of Works Infrastructure who have always been willing to listen to my requests and the many discussions that we have had on aspects of skid resistance, policy and technical matters. Pavement Management Services and especially Dr John Yeaman and Daniel Rich for their support for the research programme from the beginning, and secondly for financially contributing to the purchase of the Dynamic Friction Tester for the static field testing and the laboratory tests. Achnowledgement is also given to The Ports of Auckland and especially Jo Campbell of the AXIS Intermodal group that allowed access to the rail grid site as a field-testing site outside of normal port operation hours. Transit New Zealand head office staff (Mark Owen, David Cook and Chris Parkman) are also thanked for their support of the research and in enabling access to historic SCRIM and RAMM data on the Transit New Zealand state Highway network. Land Transport New Zealand (formerly Transfund New Zealand) are acknowledged for their significant financial support of the research, in terms of the Land Transport New Zealand Research project that allowed the field research data collection and analysis programme to continue for a further year and for the extension to the controlled laboratory testing.

It has been well proven that as the skid resistance of a road surfacing decreases, the number of loss of control type crashes increases, causing road death and injuries. However, the management of skid resistance of road surfacings continues to be difficult due to the inherent and sometimes random variation in skid resistance levels over time. This study is an investigation and analysis of seasonal and short term variation of measured skid resistance in two phases. Phase 1: Regular field monitoring was undertaken using the GripTester and the Dynamic Friction Tester measurement devices on seven sites in the Auckland and Northland Regions of New Zealand was undertaken over a three year period. The effects of temperature, rainfall, contaminants, new surfacings, geometric elements and aggregate properties were analysed to investigate factors that initiate changes in the measured skid resistance of pavement surfacings. Phase 2: Laboratory prepared samples were constructed for accelerated polishing and skid resistance testing of four different aggregates (two greywackes, a basalt and an artificial iron-making melter slag aggregate). The samples were polished in an accelerated polishing machine to an ‘equilibrium skid resistance’ level (Stage 1 polishing). Contaminants were then added to the accelerated polishing process to determine the effect of varying additive, particle size and hardness in an attempt to simulate seasonal and/or short-term variations that occur in the field. The results have demonstrated that significant and previously unpredictable variations (greater than 30%) in measured skid resistance can occur over short time periods. These variations cannot be explained by any one factor. They are the result of a number of inter-related factors, including the geological properties of the aggregates and the contaminants themselves, the previous rainfall history, the road geometry, the calendar month of the year and (depending upon the measurement device), the temperature during testing. The laboratory tests demonstrate that accelerated polishing tests of aggregate samples could be prepared for testing by the Dynamic Friction Tester and that significant variations in measured skid resistance could be simulated on various aggregates in the laboratory by the addition of contaminants. The results of the testing and addition of contaminants on various aggregates resulted in significant behavioural differences which were related to the geological properties of the aggregates themselves, as well as the contaminants used in the accelerated polishing process. The findings of the research have specific relevance to three areas of industry; Road Controlling Authorities who are primarily interested in skid resistance policy, standards and management, Road Asset Managers who operate, maintain and manage condition level and the safety aspects of the road network and Crash Investigators who collect and analyse crash data primarily for legal proceedings. All three of these industry organisations need to clearly understand the inherent variability of skid resistance, the factors involved and the effects that geological and environmental variations have on skid resistance measurement. / Specific appreciation (as outlined below) is given to the significant industry partners/supporters that have helped support the research in many different ways. Firstly, I must give special thanks to Works Infrastructure Limited who have supported the research both financially and with resources almost from the outset of the research programme. The field testing data collection in the Northland Region of New Zealand would not have been possible without the support of the Whangarei Works Infrastructure team which included Peter Houba, Peter King, Matthew Findlay, Glen Kirk and the temporary traffic control team headed by Derek Phillips. Thanks also go to the Auckland Works Infrastructure testing laboratory which supplied aggregate supplies for laboratory sampling and testing and whose technicians also undertook Polished Stone Value tests on the aggregate samples. Special thanks are also given to Michael Haydon and David Hutchison from the technical management team of Works Infrastructure who have always been willing to listen to my requests and the many discussions that we have had on aspects of skid resistance, policy and technical matters. Pavement Management Services and especially Dr John Yeaman and Daniel Rich for their support for the research programme from the beginning, and secondly for financially contributing to the purchase of the Dynamic Friction Tester for the static field testing and the laboratory tests. Achnowledgement is also given to The Ports of Auckland and especially Jo Campbell of the AXIS Intermodal group that allowed access to the rail grid site as a field-testing site outside of normal port operation hours. Transit New Zealand head office staff (Mark Owen, David Cook and Chris Parkman) are also thanked for their support of the research and in enabling access to historic SCRIM and RAMM data on the Transit New Zealand state Highway network. Land Transport New Zealand (formerly Transfund New Zealand) are acknowledged for their significant financial support of the research, in terms of the Land Transport New Zealand Research project that allowed the field research data collection and analysis programme to continue for a further year and for the extension to the controlled laboratory testing.

Airfield matting systems are used for the expedient construction of temporary airfields and rapid expansion of existing airfields to provide maneuvering support for military aircraft. They protect the subgrade by distributing the load exerted by aircraft over a larger area. Six airfield matting systems of varying materials and designs were evaluated through the construction of full-scale test sections to determine their effectiveness at reducing the accumulation of subgrade deformation and decreasing the pressure experienced by the subgrade. The matting systems were tested on a California Bearing Ratio (CBR) of 6 and subjected to simulated F-15E aircraft traffic while monitoring mat breakage, deformation, and subgrade earth pressure. The systems were compared in terms of the rate of subgrade permanent deformation. Based on test results, a simplified expression was developed to predict subgrade deformation on a CBR of 6 as a function of F 15E aircraft passes and airfield mat properties.

Thesis(PhD (Civil Engineering))-- University of Stellenbosch, 2004. / ENGLISH ABSTRACT: Bitumen based road surfacing seals and asphalt wearing courses have been used by society's Engineers "to counter the damage to the existing unsurfaced roadways by the newly developed automobile with its rubber driving wheels" since the early 1900's. Early experiments were conducted with both tar and bitumen to find a suitable material to alleviate the situation, and ongoing research has been carried out through the past century and into the new millennium, throughout the world, examining improvements, from materials used, to design and construction methods. However, there is still much to be understood, improved and refined, when considering road surfacing seal design. Pavement designers have the choice of utilizing either an asphalt (graded aggregate remanufactured with a bitumen binder and applied as a complete product) or a surfacing seal (including variations of bitumen binder sprayed onto the road surface, with the addition of single size stones, either in one or two layers of binder and aggregate, i.e. single or double seals) as a pavement wearing course. Current road surfacing seal design practice depends on empirical analysis and experience, being primarily a volumetric based assessment of bitumen application. This research project assesses South African seal design philosophy, investigates design areas where review or updating is required to accommodate changing bitumen sources and types, and traffic loading. Seal performance criteria are examined, with the development of a matrix of influences on seal performance. Using this, the need for a seal design method based on mechanistic material properties is proposed, and the prototype example of such a numerical model using finite element method is presented. To contribute further towards a performance related seal design method, the feasibility of modelling of road surfacing seals using mechanistic principles was examined. The potential of developing failure and fatigue criteria or relationships to enable assessment of the expected seal performance, with inclusion of different component material characteristics and variations, varying traffic and environmental conditions, was also examined. From assessment of literature, and understanding of the components of the seal, pavement, and influencing factors, a choice of numerical model of seal performance was made. The Finite Element Method (FEM) Analysis was selected for the purpose of modelling seal performance. The model was developed to enable examination of the interaction of individual seal components (i.e. stone and bitumen), at micro-mechanic scale. The prototype 3-dimensional numerical seal model was undertaken in 2002 and 2003 at Technical University Delft, using the CAPA research program. On the basis of the linear calculations the developed numerical prototype model is able to provide insight into seal behaviour and distinction between mechanical (seal geometry) and chemical (components) seal aspects, and insight into stress and strain development in the different seal types. Simulations of different seal, environmental and traffic scenarios are provided to demonstrate the potential of the model (excluding seal aggregate interlock and embedment effects at prototype stage). In order to provide data for the verification of the prototype numerical model, and to further contribute to the development of a performance related seal design method, performance tests were developed, with a new tool for assessment of comparative seal performance using the Model Mobile Load Simulator Accelerated Pavement Testing apparatus. The performance of each different seal binder type - Penetration grade Mumen, SBS, SBR, EVA and Bitumen Rubber - was undertaken. A methodology for the assessment of in-service seal performance was developed, and the performance of the respective seals reported. The results of this examination showed that each binder type has its unique contribution to seal performance. These new performance tests will be able to assist designers in the added determination of the fundamental binder properties on seal performance, and the seals' ability to contribute to the overall performance of the pavement. An additional comparative performance test method was developed to enable assessment of the effect of ageing and moisture, to complement the MMLS results. In summary, the performance testing has assisted in identifying the critical parameters a seal designer should consider during the design process. From this research, it is evident that the current seal design method requires further development to able designers to predict the effect of: Varying axle loads, tyre pressures and design speed; Varying characteristics of the different binders, (i.e. temperature - viscosity relationships, adhesion and visco-elastic behaviour); on the performance of seals. The major areas for suggested improvement in current seal design methods towards a performance based design method are: inclusion of variable traffic load and environmental characteristics, including temperature and moisture influences, and inclusion of mechanistic material characteristics into the design methodology. / AFRIKAANSE OPSOMMING: Bitumengebaseerde padoppervlakseellae en asfaltslytlae is sedert die 1900's deur ingenieurs gebruik as teenwig teen die skade wat die pas ontwikkelde voertuig met sy rubberwiele aan bestaande ryvlakke sonder oppervlakbehandeling aangerig het. In vroeëre eksperimente wat daarop gemik was om 'n geskikte materiaal te vind om die probleem teen te werk, is 'n kombinasie van teer en bitumen gebruik. Sedertdien word voortgesette navorsing steeds wêreldwyd gedoen om verbeterings te ondersoek, nie net ten opsigte van materiale nie maar ook ontwerp- en konstruksiemetodes. Wat die ontwerp van padoppervlakseëling betref is daar egter heelwat wat reg begryp, verbeter en verfyn moet word. Plaveiselontwerpers het die keuse om of 'n asfalt te gebruik (gegradeerde aggregaat voorafvervaardig met 'n bitumen bindmiddel en aangewend as 'n klaarproduk), of 'n oppervlakseël (een laag of twee lae [m.a.w. enkel- of dubbelseël] bitumen bindmiddel met aggregaat [enkelgrootte klippies] bygevoeg, gespuit op die padoppervlak). In die praktyk berus die ontwerp van padoppervlakseëling tans op empiriese analise en ervaring (wat hoofsaaklik 'n volumetriesgebaseerde assessering van die aanwending van bitumen is). Hierdie navorsingsprojek doen 'n waardebepaling van die Suid-Afrikaanse filosofie van seëlontwerp, en ondersoek ontwerpterreine wat hersiening of bywerking benodig om vir veranderende bitumenbronne en -tipes, asook verkeerslading, voorsiening te maak. Met die ontwikkeling van 'n matriks van die invloede op seëlprestasie is die kriteria vir seëlprestasie ondersoek. Op grond daarvan word aangevoer dat daar 'n behoefte is aan 'n seëlontwerpmetode gebaseer op die meganistiese eienskappe van materiaal, en word 'n voorbeeld van 'n numeriese modelprototipe wat die eindige-element-metode gebruik, voorgelê. Ten einde 'n verdere bydrae te lewer tot die ontwikkeling van 'n prestasiegerigte seëlontwerpmetode, is die uitvoerbaarheid van die modellering van padoppervlakseëllae gebaseer op meganistiese beginsels, ondersoek. Daar is ook ondersoek ingestel na die potensiaal vir die ontwikkeling van kriteria vir die vasstel van mislukking en vermoeidheid of verhoudinge wat die assessering van die verwagte seëlprestasie (ingesluit die verskillende kenmerke en variasies van seëlkomponentmateriaal en wisselende verkeers- en omgewingsomstandighede) moontlik kan maak. Met oorweging van die bestudeerde literatuur en 'n begrip van die komponente van seël, plaveisel en inwerkende faktore, is 'n keuse van 'n numeriese model vir seëlprestasie gemaak. Die eindige-element-metode (Finite Element Method [FEM]) is gekies as die analitiese metode vir die modellering van seëlprestasie. Die model is ontwikkel om die ondersoek van die interaksie tussen individuele seëlkomponente (klip en bitumen) op mikromeganiese skaal moontlik te maak. Die ontwikkeling van die driedimensionele, numeriese, model-seëlprototipe is tussen 2002 en 2003 by die Delft Tegniese Universiteit gedoen, met gebruikmaking van die CAPA-navorsingsprogram. Wat lineêre berekenings betref, kan die ontwikkelde numeriese modelprototipe 'n insig gee in seëlgedrag en in die onderskeid tussen aspekte van seëlgeometrie (meganies) en seëlkomponente (chemies), asook in die spanning- en vervormingsontwikkeling van die verskillende tipes seël. Simulasies van verskillende seël-, omgewings- en verkeerscenario's word voorgestel om die potensiaal van die modelprototipe te demonstreer. Met die oog daarop om data vir die verifikasie van die numeriese modelprototipe te voorsien, en om verder tot die ontwikkeling van 'n prestasiegerigte seëlontwerpmetode by te dra, is prestasietoetse, met 'n nuwe instrument vir die assessering van vergelykende seëlprestasie met behulp van die Model Mobile Load Simulator Accelerated Pavement Testing apparaat, ontwikkel. Die prestasie van elke verskillende tipe seëlbindmiddel- penetrasiegraad bitumen, SBS, SBR, EVA en bitumenrubber - is getoets. 'n Metodologie vir die assessering van die ingebruiksprestasie van seëllae is ontwikkel, en daar is verslag gedoen oor die prestasie van die verskillende seëllae. Die resultate van die ondersoek het getoon dat elke tipe bindmiddel 'n eie unieke bydrae tot die prestasie van die seël lewer. Die nuwe prestasietoets sal ontwerpers help met die bepaling van die grondliggende bindmiddeleienskappe wat by seëlprestasie ter sprake is, asook van die seël se vermoë om tot die algehele prestasie van die plaveisel by te dra. 'n Bykomende prestasievergelykingstoetsmetode vir die assessering van die effek van veroudering en vogtigheid is ontwikkel om die MMLS-resultate aan te vul. Ter opsomming, die prestasietoetsing het bygedra tot die identifisering van die kritiese parameters wat die seëlontwerper tydens die ontwerpproses in gedagte behoort te hou. Die navorsing wat gedoen is, dui daarop dat die huidige seëlontwerpmetode verder ontwikkel moet word om ontwerpers in staat te stel om die effek van die volgende te kan voorspel: Wisselende aslas, banddruk en ontwerpspoed; Verskillende kenmerke van die verskillende bindmiddels (bv. temperatuur viskositeitsverhoudinge, vashegting en viskoëlastiese gedrag). Wat huidige seëlontwerpmetodes betref, is die hoofterreine waarop 'n verbetering voorgestel word, die insluiting van veranderlike verkeerslas- en omgewingskenmerke, ingesluit die invloed van temperatuur en vogtigheid, en insluiting van meganistiese kenmerke van materiaal in die ontwerpmetodologie.