Thesis (MSc)--Stellenbosch University, 2012. / ENGLISH ABSTRACT: A trial closure of the emergency gate of the Berg River Dam was undertaken by the Trans- Caledon Tunnel Authority (TCTA) on 12 June 2008. The air vent downstream of the emergency gate was designed to introduce air to mitigate the negative pressures that were expected in the conduit during emergency gate operations. The emergency gate has to close when the radial gate at the downstream end of the outlet conduit fails. Contrary to the theoretical design, the measured air vent velocities in the field indicated that, while the emergency gate was closing, very large volumes of air were apparently continuously being released from the air vent, commencing when the gate was about 30% closed (i.e. 70% open). This is in contrast to what the design intended, namely that air should have been drawn into the vent. This thesis is concerned with the testing of a 1:14.066 physical model representing the outlet works and air vent of the Berg River Dam as a means to determine the reasons for the release of large volumes of air from the air vent during the trial closure in 2008. It also seeks solutions to mitigate the excessive airflow from the air vent. It was concluded that the air velocity in the air vent was independent of the rate of closure of the emergency gate, but to increase with increasing water head. The problem at the Berg River Dam was determined to be one of air blowback. Modifications were made to the configuration of the model in order to determine whether the configuration of the outlet works caused air to be released from the air vent. It was determined that the downward sloping roof at the outlet of the conduit, used to accommodate the radial gate chamber, was the cause of the air blowback phenomenon. An additional air vent was fitted directly onto the conduit at the constriction was found to be ineffective in reducing the air blowback. It was concluded that there are no rational structural change that can prevent or inhibit a recurrence of the blowback phenomenon in the Berg River Dam outlet conduit. The recommendation follows that the outlet conduit should not be constricted by any structural or mechanism further downstream in the conduit. / AFRIKAANSE OPSOMMING: ʼn Toetssluiting van die noodsluis van die Bergrivierdam is op 12 Junie 2008 deur die TCTA (Trans-Caledon Tunnel Authority) uitgevoer. Die lugskag stroomaf van die noodsluis is ontwerp om lug in te voer om die verwagte negatiewe drukke tydens die noodsluissluiting te beperk. Die noodsluis moet sluit indien die radiaalsluis aan die einde van die uitlaatpyp sou faal. In teenstelling met die teoretiese ontwerp, het die gemete lugsnelhede in die lugskag in die veld aangedui dat groot volumes lug voortdurend uit die lugskag vrygelaat word wanneer die noodsluis ongeveer 30% toe is (dit wil sê 70% oop). Dit is in teenstelling met die ontwerp, want die lugskag is ontwerp vir die insuig van lug. Hierdie tesis het ten doel om die redes vir die vrylating van groot volumes lug uit die lugskag vas te stel met behulp van ʼn 1:14.066 fisiese skaalmodel van die uitlaatwerke en lugskag van die Bergrivierdam soos getoets tydens die inwydingstoetssluiting in 2008. Die toetse op die model het getoon dat die lugsnelheid in die lugskag onafhankik van die sluistoemaak tyd is, maar verhoog met die toename in die watervlak. Die Bergrivier dam probleem was bepaal as die van lug terugslag. Die model is gewysig ten einde te bepaal of die spesifieke samestelling van die uitlaatwerke die oorsaak van die vrystelling van lug uit die lugskag is. Die analises en verandering aan die uitleg toon aan dat die skuins afwaartse dak van die uitlaattonnel om die radiaalsluiskamer te huisves die rede was vir die vrylating van die lug uit die lugskag. ‘n Addisionele lugskag was gebou in die dak van die uitlaattonnel reg bo die sametrekking, maar was oneffektief om die terug vloei van lug te verminder. Die gevolgtrekking is dat daar geen rasionele strukturele verandering aangebring kan word aan die Bergrivier dam om die vrystelling van lug uit die lugskag te verhoed of te verminder nie. ’n Aanbeveling vir toekomstige ontwerpe is dus dat die uitlaattonnel nie beperkend by die uitlaatend moet wees nie.

Thesis (MScEng)--Stellenbosch University, 2013. / ENGLISH ABSTRACT: Innovative and versatile coastal protection structures made of Geotextile Sand Containers (GSCs) are increasingly being incorporated into coastal management solutions because of their cost effective and environmentally friendly characteristics. This is as opposed to conventional ‘hard’ coastal protection solutions that utilise rocks and or concrete units to protect the coastline. With GSC structures being a relatively new coastal protection solution, few design and construction guidelines are available. Research into the behaviour of GSC structures under wave attack is on-going with particular emphasis on the hydraulic processes that affect GSC structures and cause them to fail. The use of GSC revetments as coastal protection solutions has become more popular in South Africa during recent times, particularly along the coastline of KwaZulu-Natal. However, the chosen design of these GSC revetments falls outside the range of applicability of the available design charts and stability equations. Therefore the hydraulic stability of these structures is largely unknown. The primary objective of this study is to investigate the effect of structure slopes and packing arrangements on the hydraulic stability of GSC revetments. The application of available design charts and stability equations was also evaluated. Two-dimensional physical modelling was undertaken and a total of 12 GSC revetment permutations were tested during the physical modelling test series. The results of the physical modelling showed that the structure slope had the most significant effect on the hydraulic stability. Steeper structure slopes were more hydraulically stable than gentler structure slopes. The packing arrangements of the GSCs had less of an effect on the hydraulic stability of the GSC revetments. Single layer GSC armour revetments matched or out-performed the equivalent double layer GSC revetments; while GSC revetments with GSCs orientated with the long axis perpendicular to the wave attack performed marginally better than the equivalent GSC revetments with GSCs orientated with the long axis parallel to the wave attack. The available design charts and stability equations were assessed against the results of the physical modelling and showed varying degrees of correlation. The stability equation proposed by Recio (2007) proved to be particularly accurate. / AFRIKAANSE OPSOMMING: Innoverende en veelsydige kusbeskermingstrukture wat van geotekstielsandhouers (GSH’s) gemaak is, word al hoe meer by kusbestuursoplossings ingesluit weens die kostedoeltreffendheid en omgewingsvriendelike aard daarvan. Dít is in teenstelling met konvensionele ‘harde’ kusbeskermingsoplossings, wat van rotse en/of betoneenhede gebruik maak om die kuslyn te beskerm. Aangesien GSH-strukture ’n betreklik nuwe kusbeskermingsoplossing is, is weinig ontwerp- en konstruksieriglyne beskikbaar. Navorsing oor die werkverrigting van GSH-strukture onder golfaanslag duur voort, met bepaalde klem op die hidrouliese prosesse wat GSH-strukture beïnvloed en die werking daarvan benadeel. Die gebruik van GSH-bedekte hellings as kusbeskermingsoplossings het in die laaste tyd al hoe gewilder geword in Suid-Afrika, veral langs die kus van KwaZulu-Natal. Tog val die gekose ontwerp van hierdie GSH-bedekte hellings buite die toepaslikheidsbestek van die beskikbare ontwerpriglyne en stabiliteitsvergelykings. Die hidrouliese stabiliteit van hierdie strukture is dus grotendeels onbekend. Die hoofoogmerk van hierdie studie was om ondersoek in te stel na die effek van struktuurhellings en pakformasies op die hidrouliese stabiliteit van GSH-bedekte hellings. Die toepaslikheid van beskikbare ontwerpriglyne en stabiliteitsvergelykings is ook geëvalueer. Tweedimensionele fisiese modellering is onderneem en altesaam 12 GSH-bedekte hellings is gedurende die fisiese-modelleringstoetsreeks getoets. Die resultate van die fisiese modellering toon dat die struktuurhelling die beduidendste effek op hidrouliese stabiliteit het. Steiler struktuurhellings was hidroulies meer stabiel as platter hellings. Die pakformasies van die GSH’s blyk ’n kleiner effek op die hidrouliese stabiliteit van die GSH-bedekte hellings te hê. GSH-bedekte hellings wat met ’n enkele laag GSH’s versterk is, het ewe goed of beter presteer as die keermure met ’n dubbele laag GSH’s, terwyl GSH-bedekte hellings met die lang-as van die GSH’s loodreg op die rigting van die golfaanslag effens beter presteer het as dié met die lang-as parallel met die golfaanslag. Die beskikbare ontwerpriglyne en stabiliteitsvergelykings is geëvalueer aan die hand van die resultate van die fisiese modellering, en het ’n wisselende mate van korrelasie getoon. Veral die stabiliteitsvergelyking van Recio (2007) blyk besonder akkuraat te wees.

Thesis (MScEng)--Stellenbosch University, 2013. / ENGLISH ABSTRACT: Groynes are hydraulic structures typically constructed from gabions to extend from the outer bank of a river channel into the main flow. The principal uses for groynes are as river training structures, and to protect the riverbank from erosion. This is done by deflecting the current away from the riverbanks, dissipating energy and creating lower flow velocity zones, reducing the effects of erosion. Groynes have been used extensively in the Western Cape since the early 1990s as a means to protect agricultural lands. There is, however an absence of published manuals for the design of groynes around bends as a means of riverbank protection. This study was done to better understand the flow, scour and sediment deposition patterns associated with implementing a series of groynes around a bend. A physical model of a typical sinusoidal South African river was constructed in the Hydraulics Laboratory at the University of Stellenbosch. The model consisted of two succesive 90˚ bends to best simulate erosion patterns. Different layout designs for a series of groynes were tested to determine the optimal design for the given situation in terms of the projection lengths of the groynes, the spacing between the groynes as a factor of the projection length, and the orientation of the groynes with regard to the oncoming flow. An integrated software package, that was developed at the National Centre for Computational Hydroscience and Engineering, at the University of Mississippi, named CCHE2D was used to simulate the physical model numerically. The model was calibrated by adjusting the Manning‟s n value of the sediment, and the normal tailwater depth was calculated and used for the physical and numerical models. The flow rate used during the physical model experiments was also used for the numerical model. The model was validated by comparing scour depths obtained from the physical model to the resulting depth in the hydrodynamic model. From the results obtained from the physical and numerical models, it was found that groynes with a perpendicular orientation to the direction of the oncoming flow were optimal. Groynes with an upstream orientation resulted in excessive scour around the nose of the groynes, while recirculating flow patterns occurred at a velocity which caused bank failure. Groynes with a downstream orientation created very little recirculation of flow, resulting in less scour protection for the outer bank than found for groynes with perpendicular orientation. Finally, the optimal design was identified as a perpendicular groyne orientation with a projection length L and a spacing of 3.5 xL. For the given design, eddy currents covered the entire area between consecutive groynes, causing low flow zones near the outer banks, promoting sediment deposition and decreasing the potential for scour. Recommendations for further studies include the investigation of the effects of different bend radii, the sediment size, as well as various channel widths, flow rates and river slopes. The use of a three-dimensional hydrodynamic model would also be advantageous in order to better understand the flow and scour mechanics associated with different designs. / AFRIKAANSE OPSOMMING: Groynes is hidrouliese strukture, tipies gebou uit skanskorwe in Suid Afrika, wat vanaf die buiteoewer van 'n rivier strek na die hoofkanaal. Groynes word hoofsaaklik aangewend as rigmure in riviere en om rivieroewers te beskerm teen erosie. Erosiebeskerming word geskep deur vloei weg te deflekteer van die rivieroewer en energie te dissipeer. Sodoende vorm areas met lae vloeisnelhede naby die oewer wat die potensiaal vir erosie verminder. Groynes is sedert die vroeë 1990s in die Wes-Kaap gebruik as 'n manier om landbougrond teen erosie te beskerm. Daar is egter 'n tekort aan gepubliseerde ontwerpriglyne vir die gebruik van groynes vir erosiebeskeriming in riviere. Hierdie studie is gedoen om die vloei-, uitskuringsen sediment neersettingspatrone, geassossiëer met die implementering van groynes, te ondersoek. 'n Fisiese model van 'n tipiese kronkelende Suid-Afrikaanse rivier is gebou in die Hidrouliese Laboratorium by die Universiteit van Stellenbosch. Die model bestaan uit twee opeenvolgende 90˚ draaie om die erosie-patrone te simuleer. Verskillende uitlegte vir 'n reeks groynes is getoets om die optimale ontwerp vas te stel in terme die projeksielengte van die groynes, die spasiëring tussen opeenvolgende groynes as 'n faktor van die projeksielengte en die oriëntasie van die groynes ten opsigte van die aankomende vloeirigting. 'n Geïntegreerde sagteware pakket wat ontwikkel is by die “National Centre for Computational Hydroscience and Engineering”, by die Universiteit van Mississippi, genaamd CCHE2D is gebruik om die fisiese eksperimente numeries te simuleer. Die model is gekalibreer deur die Manning n waarde van die sediment aan te pas, die stroomaf waterdiepte wat bereken is, en die vloeitempo wat waargeneem is tydens die fisiese eksperimente. Die model is bekragtig deur uitskuurdieptes van die fisiese- en hidrodinamiese modelle te vergelyk. Vanuit die resultate wat verkry is in die fisiese- en numeriese modelle, is daar gevind dat groynes met 'n loodregte oriëntasie met betrekking tot die aankomende vloei optimaal is. Daar is gevind dat groynes met 'n stroomop oriëntasie oormatige uitskuring rondom die neus van die groynes ondervind, terwyl hersirkulasie van vloei teen 'n hoë snelheid plaasvind, wat erosie van die oewer tot gevolg het. Groynes met 'n oriëntasie na die stroomaf kant het baie min hersirkulasie van vloei tot gevolg gehad, wat tot minder erosiebeskerming van die buitebank gelei het. Die optimale ontwerp is geïdentifiseer as groynes met loodregte oriëntasie, 'n projeksielengte van 0.675 m en 'n spasiëring van 3.5 keer die projeksielengte. Vir die gegewe ontwerp is werwelstrome gevind wat die hele area tussen opeenvolgende groynes dek, wat area van lae vloei sones veroorsaak naby die oewer, wat sediment deponering bevorder en die potensiaal vir uitskuring verminder. Aanbeveling vir verdere studies sluit die studie van die effekte van verskillende draai radiusse en die sediment-grootte in, sowel as verskillende kanaalbreedtes, vloeie en rivierhellings. Die gebruik van 'n drie-dimensionele hidrodinamiese model sal ook voordelig wees om die betrokke vloei- en uitskuringspatrone rakende verskillende ontwerpe beter te verstaan.

Thesis (MScEng)--Stellenbosch University, 2013. / ENGLISH ABSTRACT: The importance of transport should not be underestimated. Transport progresses a person’s quality of life: it connects people to one another and provides access to work, services and recreational opportunities. However, post-apartheid South Africa is unfortunately still faced with a legacy of segregation. While the less-privileged, who mostly live at the fringe of Central Business Districts (CBDs), are captive users of public transport, the private vehicle trend, under the privileged, is becoming more evident. This research project thus proposes that a balanced and integrated sustainable transport system be promoted. That is, one that will aid South Africa in growing and improving its general socio-economical status by providing all its citizens with (equal) access to a balanced transport network. It is believed that, if a multimodal system is promoted, the deficiencies of the current heterogeneous non-integrated systems may be overcome. Therefore, if South Africa’s transport network is augmented with a multimodal platform, the nation will be able to move its citizens effectively and efficiently, without jeopardising the economy, social matters and the environment, today and in the future. Moreover, South Africa will also have the necessary stimulus to utilise the already available resources at its disposal by working together as ‘one’. This research project thus stipulates a (generic) sequential approach needed in achieving an integrated (sustainable) public transport system. The goal of this research project is to create awareness of the benefits that may arise from, and the implementation steps required in obtaining, such a multimodal platform. The focus area for researching the proposition made herein is the City of Cape Town’s (CoCT’s) land transport networks. The City has a management facility, with resultant transport data repository, known as the Transport Management Centre (TMC). This TMC is regarded as one of the finest state of the art facilities in the world and the features thereof offer a sufficient base and point of departure for the promotion of a multimodal transport system. By conducting research in this field, the following portraying aspects, needed for the realisation of the proposition made herein, were found. Firstly, in order to obtain an integrated sustainable transport system, the appropriate Intelligent Transport Systems (ITS) need to be integrated. It is believed that, if an intelligent transport scheme, grounded on ITS applications, is advocated, the City will be in the position to more effectively monitor what is going on, to more accurately predict what might happen in the future, and to manage its transport system proactively on an area-wide basis. Secondly, in order to meet the integration requirements imposed by multimodal transport, a centralised database needs to be created. With such a database in place, information sharing across all modes of private- and public land transport, and thus also between the investors or the operators, will be possible. An example of such a database was developed in Microsoft Access and the modes considered therein are: MyCiti, Metrorail and Golden Arrow Bus Service (GABS). The data stored in this database is historic, but the incorporation of real time information was also catered for. Thirdly, it is believed that the success of the City’s transport system, and the development of a multimodal system, is dependent on the provision of an efficient Advanced Traveller Information System (ATIS). The idea is to promote multimodal transport as a convenient transit option by providing travellers with information on journey planning that aims to counteract their reluctance to change. In order to develop such a multimodal Journey Planner (JP), the unimodal networks considered herein were combined into a supernetwork on which Dijkstra’s Shortest Path Algorithm was applied. This algorithm was programmed in Microsoft Excel’s Visual Basic for Applications (VBA) and it incorporates the following user criteria: the origin, the destination, the user’s mode preference, and the user’s optimisation preference of either time or distance. In conclusion, it can be argued that, with information becoming such a vital commodity in everyday life, the catering for informed travellers are the key to successful future transport services. If travellers are informed about the transport networks’ performance, a positive attitude is fostered. Moreover, by providing travellers with information on journey planning, their feelings of uncertainty and fear of the unknown, that are present in (especially) public transport services, may be neutralised. This information will give the public carte blanche to make decisions that give them the perception of having more ‘control over their lives’. Therefore, if a multimodal JP that can be accessed from one portal is created, people’s inclination to acquire more information will be met. And as a result, traversing in an integrated manner may become the norm. / AFRIKAANSE OPSOMMING: Die belangrikheid van vervoer mag nie onderskat word nie. Vervoer speel ’n belangrike rol in die bevordering van ’n persoon se lewenskwaliteit: dit verbind mense met mekaar en verskaf toegang tot die werksplek, diensteverskaffers, en vryetydsbesteding. Post-apartheid Suid-Afrika is egter nog steeds vasgevang in ’n nalatenskap van rasseskeiding. Die minderbevoorregtes, wat meestal aan die buitewyke van die stad woon, is geforseerde gebruikers van openbare vervoer, terwyl die neiging (onder die bevoorregtes) om privaatvoertuie te gebruik, aan die toeneem is. Hierdie navorsingsprojek beveel dus aan dat ’n gebalanseerde, geïntegreerde en volhoubare vervoerstelsel bevorder moet word. ’n Sodanige stelsel sal help om die sosio-ekonomiese status van Suid-Afrika te bevorder. Dít kan net bereik word as alle landsburgers gelyke toegang tot ’n gebalanseeerde vervoernetwerk het. As ’n multimode-stelsel dus bevorder word, kan die tekortkominge van die huidige heterogene, nie-geïntegreerde stelsels oorkom word. Indien Suid-Afrika se vervoernetwerk ’n multimodale platform het, kan die landsburgers effektief en doeltreffend vervoer word sonder om die ekonomie, sosiale aangeleenthede of omgewing, tans en in die toekoms, in gedrang in te bring. Suid-Afrika sal boonop, met so ’n platform in plek, ook die nodige stimulus hê om die bestaande hulpbronne optimaal te gebruik. Hierdie navorsingsprojek verskaf ’n (generiese) in-volgorde-benadering om ’n volhoubare, geïntegreerde openbare vervoerstelsel daar te stel. Die doel is om bewustheid van die voordele wat uit ’n multimodale platform spruit, sowel as die nodige stappe vir die uitvoering daarvan, te kweek. Die fokusarea van die navorsing is die Stad van Kaapstad se land-vervoernetwerke. Die Stad het ’n beheerfasiliteit waar vervoerdata versamel word. Dit staan bekend as die vervoer-beheersentrum (TMC: Transport Management Centre). Hierdie fasiliteit word as toonaangewend in die wêreld beskou. Die kenmerkende eienskappe van hierdie fasiliteit bied verder ook ’n goeie vertrekpunt vir die bevordering van ’n multimodale stelsel. Die navorsing in hierdie veld het die volgende bydraende faktore, wat benodig word om die voorstelling te realiseer, geïdentifiseer. In die eerste plek moet die intelligente vervoerstelsels (ITS: Intelligent Transport Systems) geïntegreer word om ’n geïntegreerde volhoubare vervoerstelsel daar te stel. Indien ’n intelligente vervoerskema, gebaseer op tegnologiese inisiatiewe, aangemoedig word, sal die Stad van Kaapstad in die posisie wees om sy vervoerstelsel pro-aktief te bestuur deur meer effektief te monitor wat aangaan en meer akkuraat te voorspel wat in die toekoms mag gebeur. Tweedens moet daar ’n gesentraliseerde databasis geskep word. Met hierdie databasis sal die nodige integrasievereistes vir ’n multimodale vervoerstelsel, bereik word. Inligting kan dan gedeel word tussen privaat- en openbare landvervoer, asook tussen die beleggers en die operateurs van die verskillende vervoermodusse. ’n Voorbeeld van so ’n databasis is in Microsoft Access geskep en die modusse wat deel daarvan uitmaak, is: MyCiti, Metrorail en Golden Arrow Bus Services (GABS). Die data wat hierin vervat is, is histories, maar daar is vir intydse inligting voorsiening gemaak. In die derde plek is die sukses van die Stad van Kaapstad se vervoerstelsel en die ontwikkeling van ’n multimodale stelsel afhanklik van die daarstelling van ’n effektiewe, gevorderde inligtingsstelsel vir pendelaars (ATIS: Advanced Traveller Information Systems). Die idee is om ’n multimodale vervoerstelsel as ’n gerieflike opsie onder pendelaars te bevorder. Dit kan bereik word deur inligting rakende reisbeplanning aan pendelaars daar te stel. Met die verkryging van sodanige kennis sal die pendelaar se weerstand teen verandering ook afneem. Om so ’n multimodale reisbeplanner (JP: Journey Planner) te ontwikkel, is die eenmodaal-netwerke gekombineer om ’n supernetwerk te skep. Dijkstra se algoritme is op die supernetwerk toegepas. Die algoritme is in Microsoft Excel se VBA (Visual Basic for Applications) geprogrammeer en dit bevat die volgende gebruikerskriteria, nl. die begin- en eindpunt, die gebruiker se modes-voorkeur en die gebruiker se gekose optimeringsvoorkeur van tyd of afstand. Ten slotte kan gesê word dat inligting ’n groot rol in die mens se daaglikse lewe en aktiwiteite speel. Daar kan dus geredeneer word dat die sleutel tot suksesvolle vervoerdienste daarin lê om vir ingeligte pendelaars voorsiening te maak. As pendelaars ingelig is oor die stand van die vervoernetwerk maak dit hul houding meer positief. Verder, as pendelaars ook inligting oor reisbeplanning het, kan dit hul gevoel van onsekerheid en vrees jeens (veral) openbare vervoer teenwerk. Met al hierdie inligting tot sy beskikking kan ’n persoon dus sy eie keuses maak en dit lei daartoe dat die persoon meer in beheer voel. As ’n multimodale JP geskep word, voed dit die mens se begeerte vir meer inligting. En met ’n sodanige JP in plek, kan geïntegreerde pendel moontlik die norm word.

Thesis (MScEng)--Stellenbosch University, 2013. / Durability and impermeability in a water-retaining structure are of prime importance if the structure is to fulfill its function over its design life. In addition, serviceability cracking tends to govern the design of water retaining structures. This research concentrates on load-induced cracking specifically that due to pure bending and to direct tension in South African reinforced concrete water retaining structures (WRS). As a South African design code for WRS does not exist at present, South African designers tend to use the British codes in the design of reinforced concrete water-retaining structures. However, with the release of the Eurocodes, the British codes have been withdrawn, creating the need for a South African code of practice for water-retaining structures. In updating the South African structural design codes, there is a move towards adopting the Eurocodes so that the South African design codes are compatible with their Eurocode counterparts. The Eurocode crack model to EN1992 (2004) was examined and compared to the corresponding British standard, BS8007 (1989). A reliability study was undertaken as the performance of the EN1992 crack model applied to South African conditions is not known. The issues of the influence of the crack width limit and model uncertainty were identified as being of importance in the reliability crack model.

Thesis (MScEng)--Stellenbosch University, 2013. / ENGLISH ABSTRACT: The pavement construction industry aims to reduce its Greenhouse Gas (GHG) emissions by investigating various energy efficient practices. The industry has focused on reducing energy consumption by producing Warm Mix Asphalt (WMA) surfacing materials that are workable at lower temperatures in relation to Hot Mix Asphalt (HMA), as a means to reduce carbon emissions. Half-Warm Foamed Bitumen Mixtures (HWF) is a relatively new material and is produced at temperatures below 100°C. This translates to large energy savings to overcome the latent heat of steam when exceeding 100°C. The characteristics of HWF mixes are a compromise between those of Foamed Bitumen Stabilised material (BSM-foam) and HMA characteristics. These include to a limited extent the improved tensile strength, particle coating and durability of HMA; and the shear strength of BSM-foam. The use of microwave technology as an efficient heating method to produce improved engineering properties of BSM-foam is proposed in this study. The benefits include energy saving due to its volumetric heating capability as well as rapid heating which improve productivity when using suitable materials. The aspect of recycling material brings forth further energy saving and emissions reduction when reusing materials. The portability of the in-plant recycling machines is an ideal candidate with logistical advantages to implement microwave generators to produce HWF mixes. This study is subdivided into four parts as it progressively investigates the potential to heat aggregates and produce HWF material. Firstly it investigates the heating potential of four aggregates, namely Hornfels, Quartzite, Eucrite, Granite and Reclaimed Asphalt (RA) at various moisture contents using a microwave apparatus. The second part discusses the thermodynamics of the preliminary investigation to provide insight into the third part, the Primary Investigation. The primary investigation evaluates the tensile strength and shear properties of two material blends by respectively implementing Indirect Tensile Strength (ITS) and monotonic triaxial tests on specimens. The two blends were a combination of RA and crushed hornfels. The fourth and final part evaluates the HWF properties in relation to those of the equivalent BSM-foam product by means of a pavement analysis. The highest laboratory production temperature achieved was depicted by the material properties, microwave power capability and production rates. This temperature was consistently recorded at 50°C which theoretically simulates an in-field production rate of approximately 25 tons per hour. ITS test results indicate 100% increase in tensile strengths and an increase in compaction density for the HWF mixes. Large reduction in moisture contents is also observed after curing in relation to BSM-foam. The benefits in improving a layer within a pavement structure have an effect on the pavement’s overall performance. This could assist in reducing the requirement for premium layers e.g. thickness of HMA within the structure, thereby further assisting energy conservation. The evaluation of the microwave heated HWF mixes can be considered economical if designed with a purpose to meet the thermal dynamic requirements of a material considering the microwaves volumetric potential. / AFRIKAANSE OPSOMMING: Die plaveisel konstruksie-industrie poog om hul kweekhuisgas (KHG) uitskeiding te verlaag deur verskeie energie doeltreffende metodes te ondersoek. Die industrie fokus op die vermindering van energie-verbruik deur middel van die produksie van Warm Mengsel Asfalt (WMA) oppervlak materiale wat werkbaar is in laer temperature in verhouding tot “Hete Mengsel Asfalt (HMA)” as `n metode om koolstof uitskeiding te verlaag. Half-Warm Skuim-Bitumen Mengsels (HWS) is `n relatief nuwe materiaal en word vervaardig onder 100 °C. Dit lei tot groot energie besparings en oorkom sodoende die latente hitte van stoom wanneer temperature van 100 °C oorskry word. Die karakter-eienskappe van HWS mengsels is `n kompromie tussen Skuim-Bitumen Gestabiliseerde materiaal (BSM-S) en HMA eienskappe. Dit sluit tot `n beperkte mate in die verbeterde spankrag, partikel bestryking; en die skeer krag van BSM-S. Die gebruik van mikrogolf-tegnologie as effektiewe verwarmingsmetode vir verbeterde ingenieurseienskappe van BSM-S word voorgestel in hierdie studie. Die voordele sluit in energie besparing as gevolg van die volumetriese verwarmingsvermoë sowel as snel verhitting wat produktiwiteit verbeter tydens die gebruik van gepaste materiale. Die gebruik van herwinde materiaal bring verdere energiebesparing en uitskeiding-vermindering mee. Die draagbaarheid van binne-aanleg herwinningsmasjinerie is ‘n ideale kandidate met logistieke voordele vir die installering van mikrogolf-opwekkers vir die produsering van HWS mengsels. Dié studie word onderverdeel in vier dele terwyl dit toenemend ondersoek instel na die potensiaal van hitte versameling asook die produksie van HWS stowwe. Eerstens ondersoek dit die verwarmingspotensiaal van vier versamelings naamlik horingsteen, kwartsiet, eukrite, graniet en Herwinde Asfalt (HA) teenoor verskeie vogskattings-mikrogolf aperate. Die tweede deel bespreek die termodinamika van die voorlopige ondersoek om insig te bied vir die derde deel, die primêre ondersoek. Die primêre ondersoek evalueer die rekbaarheid en skeereienskappe van twee materiaal-mengsels van ITS en monotoniese drieassige toetse onderskeidelik op verskillende monsters. Die twee mengsels was `n kombinasie van HA en gemaalde horingsteen. Die vierde en finale deel evalueer die HWS eienskappe in verhouding tot die van die ekwivalente BSM-S produk deurmiddel van `n sypad-analise. Die hoogste laboratoriumproduksie temperature wat bereik was, was uitgebeeld deur die materiaal-eienskappe, mikrogolf krag kapasiteit en produksiekoers. Hierdie temperature was deurlopend aangeteken teen 50 °C wat `n teoretiese voorstelling is van `n binneveld produksie tempo van ongeveer 25 ton per uur. ITS toets resultate wys `n 100 % verhoging in spankrag asook `n toename in kompakte vir die HWS mengsels. Groot afname in voginhoud is ook waargeneem na bewerking in verhouding tot BSM-S. Die voordeel verbonde aan die verbetering van `n lag binne `n plaveisel-struktuur, het `n impak op die plaveisel se algemene uithoubaarheid. Dit kan bydra tot `n verlaging in die vereiste binne die struktuur en verdere bydra tot energie besparing. Die evaluering van mikrogolf verhitte HWS stowwe kan as ekonomies beskou word wanneer dit doelgerig vervaardig word om te voldoen aan die termodinamika vereistes van `n materiaal, wanneer die mikrogolf volumetriese potensiaal in ag geneem word.

Thesis (MScEng)--Stellenbosch University, 2013. / ENGLISH ABSTRACT: Factors influencing surface run-off of bitumen emulsions were studied in order to understand binders for use in the construction of surfacing seals. Run-off of the binder from the road surface causes an inconsistent film thickness leading to ravelling (Johannes, Hanz & Bahia n.d.) and bleeding at the upstream and downstream regions, respectively. There is currently no accepted specification for surface run-off viscosity. Practice mainly relies on empirical tests and experience. As the establishment of such a specification encompasses performance of the binder in various environments or field conditions, this study was undertaken to determine performance of the selected binder. Viscosity was kept constant by spraying the emulsion at a constant temperature and also holding the pavement temperature constant. In order to study the run-off behaviour of the binder, run-off tests were conducted at various gradients, texture depths and spray rates. Surfacing seals of various texture depths were constructed in the laboratory. Using a spray bar, the emulsion was sprayed at various spray rates. The sample surfaces were tilted to various gradients. Results portrayed the effects of the three factors (spray rate, gradient and texture depth) on the amount of runoff. An increase in the magnitude of the factors resulted in a variation in the runoff (increase or decrease). One notable finding was that the runoff from the 9.5 mm seal was less than that from the 13.2 mm seal. The other significant finding was that spray rate had the largest effect on runoff, followed by texture depth, and gradient. / AFRIKAANSE OPSOMMING: Sekere eienskappe wat oppervlakdreinering van bitumen emulsies op paaie beinvloed, is bestudeer om sodoende binders wat gebruik word in die konstruksie van die seëls beter te verstaan. Afloop van die binder vanaf die padoppervlak kan lei tot die vorming van ‘n laag met ongelyke dikte wat moontlike rafeling (Johannes, Hanz & Bahia nd) en bloeing vanuit die onderkant van die pad tot gevolg kan hê. Daar is tans geen aanvaarde spesifikasies wat hierdie verskynsels inperk nie. Konstruksie praktyk berus hoofsaaklik op empiriese toetse en ondervinding. Hierdie studie is dus onderneem om prestasie van die geselekteerde binder vas te stel. Viskositeit was konstant gehou deur die aangewende emulsie en padtemperatuur konstant te hou. Ten einde die afloopgedrag van die binder te bestudeer, is toetse uitgevoer op verskeie hellings, tekstuurdieptes en aanwendingskoerse. Seëls van die verskillende tekstuurdieptes is gebou in die laboratorium, en emulsies op hierdie oppervlaktes aangewend. Die toetsoppervlakte is gekantel om die vereiste helling te kry. Resultate vir die drie faktore wys die invloed op afloop. ‘n Toename in die grootte van die faktore het gelei tot 'n variasie in die afloop (toename of afname). Een noemenswaardige bevinding was dat die afloop van die seël van 9,5 mm minder was as dié van die seël van 13,2 mm. Belangrike bevindinge sluit ook in dat die spuitkoers die grootste invloed het op afloop, gevolg deur die tekstuur diepte en die gradiënt.

Thesis (MScEng)-- Stellenbosch University, 2013. / ENGLISH ABSTRACT: The port of Ngqura is situated on the east coast of South Africa. Since its first operational winter excessive vessel motions have interrupted container shipping operations and lead to mooring line failure. A major component contributing to the excessive motions is the presence of seiching in the port, resonating long waves. This study investigates the long wave generation, penetration into the port and subsequent resonance in the vicinity of the problem berths. An extensive literature review identified two predominant types of long waves along the coast of South Africa. Long waves with periods over 12 min generated by resonant air-water coupling and then shorter long waves between 30 s and 6 min attributed to bound long wave energy and broadly speaking, surf beat. A review of the state of the art long wave modelling techniques was included and contributed to the methodology in this study. Analysis of simultaneous measurements from the outside and inside of the port confirmed the generating mechanism of the long waves to be storm systems also responsible for generating short waves. Long waves outside the port were found to be on average 8% of the height of the short waves. On average 90% of the long wave height outside the port penetrated the port. The measurements further identified distinct resonating periods of the long wave energy inside the port. Calibrated Boussinesq wave models allowed for identification of how long waves penetrated the port and subsequently resonated. Both surface elevation measurements and white noise spectra were used as inputs. The penetration mechanisms were attributed to direct diffraction around the main breakwater as well as reflection off the beach south of the port leading to refraction and reflection off the lee side of the main breakwater. Tests with both free and bound long waves proved that at least for some period intervals the long wave energy was indeed bound to short waves. The excessive vessel motions are attributed to berths positioned in line with nodes created by the resonating long waves; nodes are characterized by strong horizontal currents which can induce surge motions in vessels. Various long waves between the period intervals of 45 s to 125 s resonate in the port to generate nodes at the berths of interest. In conclusion, the port of Ngqura is susceptible to a range of long wave periods resulting in significant basin oscillations which present nodes at mooring places. As a result of the analyses in this study the mechanisms of interaction between the port, port basins and the long waves penetrating into the port directly, or via the surf zone as surf beats, have been modelled, documented and better understood. This provides the potential for better prediction of severe long wave events and for the investigation of feasible mitigation measures to prevent damage to moored ships in the port. / AFRIKAANSE OPSOMMING: Die Ngqura hawe is aan die ooskus van Suid-Afrika geleë. Sedert die hawe se eerste operasionele winterseisoen, het oormatige skeepsbewegings operasies van behoueringskepe onderbreek en gelei tot faling van vasmeertoue. Die teenwoordigheid van langgolf resonansie is ‘n groot bydraende faktor tot die oormatige skeepsbewegings. Hierdie studie ondersoek die opwekking, penetrasie en gevolglike resonansie van langgolwe in die areas aangrensend tot die problematiese kaaie. ‘n Uitgebreide literatuurstudie het twee tipes langgolwe aan die Suid-Afrikaanse kus geïdentifiseer, naamlik langgolwe met periodes langer as 12 minute wat deur resonante lug-water koppeling opgewek word en korter langgolwe met periodes tussen 30 s en 6 min wat aan gebonde langgolfenergie of, meer algemeen, surf beat toegeskryf word. Verder is ‘n studie rakende die jongste langgolfmodelleringstegnieke ook uitgevoer waaruit die metodiek van hierdie studie bepaal is. ‘n Analise van gelyktydige opmetings binne en buite die hawe het bevestig dat kortgolwe wat deur stormsisteme gegenereer word, die opwekkingsmeganisme van lang golwe is. Daar is bevind dat langgolwe buite die hawe gemiddeld 8% so hoog soos kort golwe is. ‘n Gemiddeld van 90% van die langgolfhoogte het die hawe penetreer. Die opmetings het ook verder duidelike resonansieperiodes van langgolfenergie binne die hawe aangedui. Gekalibreerde Boussinsq-golfmodelle is gebruik om te indentifiseer hoe langgolwe die hawe binnedring en gevolglik resoneer. Beide oppervlakmetings en wit geraas spektra is as invoerwaardes vir die model gebruik. Die penetrasiemeganismes is toegeskryf aan diffraksie rondom die hoof hawemuur asook refleksie vanaf die strand, suid van die hawe, wat lei tot refraksie en refleksie teen die lykant van die hoof hawemuur. Toetse met vry langgolwe het bewys dat die langgolfenergie, vir ten minste sommige periode intervalle, aan die kort golwe vebonde is. Die oormatige skeepsbewegings is toegeskryf aan die kaaie wat in lyn met nodes van die langgolfresonansie geposisioneer is. Nodes word gekarakteriseer deur sterk horisontale strome wat surge bewegings in skepe kan veroorsaak. Verskeie langgolwe met periode intervalle tussen 45 s tot 125 s resoneer in die hawe en vorm nodes by die kaaie van belang. Ten slotte, die Ngqura hawe is vatbaar vir ‘n reeks langgolfperiodes wat ossilasies in die bekkens van die hawe veroorsaak en nodes naby kaaie vorm. As gevolg van die analises in hierdie studie is die meganismes van interaksie tussen die hawe, sy bekkens en langgolwe wat die hawe direk of via die brandersone binnedring gemodelleer, gedokumenteer en beter verstaan. Hierdeur is die potensiaal vir beter voorspelling van ernstige langgolftoestande verhoog en is dit moontlik gemaak om lewensvatbare oplossings vir skade aan vasgemeerde skepe te ondersoek.

Thesis (MScEng)-- Stellenbosch University, 2013. / ENGLISH ABSTRACT: Macro synthetic fibre reinforced concrete (SynFRC) is a relatively new concrete for the purpose of being used in structural elements which only require minimum reinforcement and are supported continuously by sub-layers. One structural element that is of particular interest is slabs-on-grade which is supported by a subgrade/sub-base and requires minimum reinforcement to control the shrinkage strains which may result in cracking. The aim of this project is to investigate the potential use of macro SynFRC in the application of controlling drying shrinkage cracking (DSC) in concrete slabs-on-grade. The focus is on the use of concrete slabs-on-grade that is intended for industrial floors. The SynFRC material parameters of interest were characterised first with the aid of various experimental tests. These are: flexural tests, compression tests, friction tests between the SynFRC and wooden surfaces used for full scale testing, and the shrinkage of the concrete. Next the post-cracking tensile behaviour of the SynFRC was determined by way of an inverse analysis. These tensile responses were subsequently used to perform a series of different finite element analyses. These analyses were performed on specific slabs-on-grade to determine the effects of the added tensile behaviour of the SynFRC on the DSC. The results obtained concerned: the spacing of cracks, the maximum and average crack width, and the difference in crack width between the normal concrete (NC) and the SynFRC. These changes take place in accordance to the concrete age. From the analyses it was determined that the addition of fibres gives the concrete a ductility that allows the concrete to crack more than NC, yet does not allow the cracks to propagate. This applies to low fibre contents of less than 0.4% by volume and a slab thickness of 200mm, as well as to fibre contents that have Re,3 values of 0.51 and higher. Moreover, it results in improvements seen when adding fibres if the friction is sticky, meaning when the maximum friction between the slab and the subgrade is reached with a very small amount of movement. With a stickier friction though smaller crack widths occur within both the NC and the SynFRC. / AFRIKAANSE OPSOMMING: Makro sintetiese vesel versterkte beton (SynFRC) is 'n relatiewe nuwe beton. Dit het ten doel om gebruik te word in strukturele elemente wat minimale versterking benodig en wat deurlopend deur sublae ondersteun word. Een spesifieke strukturele element van belang is grondvloere wat deur 'n sublaag ondersteun word en wat minimale ondersteuning benodig om die krimping vervorming te beheer wat moontlike krake kan veroorsaak. Die doel van die projek was om die potensiële gebruik van makro sintetiese vesels te ondersoek tydens die beheer van die uitdroog krimp kraking van 'n beton grondvloer. Die fokus was op die gebruik van betonvloere vir fabrieksdoeleindes. Die eienskappe van SynFRC materiale is vooraf vasgestel vir die doel van verskeie eksperimentele toetse. Hierdie toetse sluit in buigbaarheidstoetse, druktoetse, krimping van beton en toets van wrywing tussen die SynFRC en hout oppervlaktes wat gebruik is vir volskaalse toets. Die trek gedrag van SynFRC na kraking is vasgestel deur inverse analise. Hierdie trek gedrag is dan gebruik om 'n reeks eindige element analises uit te voer. Hierdie analises is uitgevoer op spesifieke grondvloere om die effek te bepaal van verhoogde trek gedrag van SynFRC op die uitdroog krimp kraking. Volgens die uitslae sodoende verkry was die kraakspasiëring, die maksimum en gemiddelde kraakwydte en die verskil in die kraakwydte tussen normale beton en die SynFRC as ‘n funksie van beton oudedom. Vanuit die analises het dit duidelik geblyk dat die byvoeging van vesels die beton se smeebaarheid verhoog het en dit het tot gevolg gehad dat die beton meer krake vorm, maar dat die krake nie vergroot nie. Dit is waargeneem by 'n lae vesel inhoud van minder as 0.4% per volume en 'n betonblad met 'n dikte van 200mm. Dit is ook waargeneem by 'n hoër vesel volume wat Re,3 waardes van 0.51 en hoër het. Kleiner kraakwydte is waargeneem waar vesel volume verhoog is indien die wrywing hoër is, bedoelende dat die maksimum wrywing tussen die betonblad en die sublaag bereik is met baie min beweging. Daar het wel kleiner kraakwydtes in beide die normale beton en die SynFRC voorgekom waar daar hoër wrywing was.

Thesis (MEng)--Stellenbosch University, 2013. / ENGLISH ABSTRACT: Water Quality Models are mathematical representations of ecological systems and they play a major role in the planning and management of water resources and aquatic environments. Important decisions concerning capital investment and environmental consequences often rely on the results of Water Quality Models and it is therefore very important that decision makers are aware and understand the uncertainty associated with these models. The focus of this study was on the use of Monte Carlo Simulation for the quantification of prediction uncertainty associated with Water Quality Models. Two types of uncertainty exist: Epistemic Uncertainty and Aleatory Uncertainty. Epistemic uncertainty is a result of a lack of knowledge and aleatory uncertainty is due to the natural variability of an environmental system. It is very important to distinguish between these two types of uncertainty because the analysis of a model’s uncertainty depends on it. Three different configurations of Monte Carlo Simulation in the analysis of uncertainty were discussed and illustrated: Single Phase Monte Carlo Simulation (SPMCS), Two Phase Monte Carlo Simulation (TPMCS) and Parameter Monte Carlo Simulation (PMCS). Each configuration of Monte Carlo Simulation has its own objective in the analysis of a model’s uncertainty and depends on the distinction between the types of uncertainty. As an experiment, a hypothetical river was modelled using the Streeter-Phelps model and synthetic data was generated for the system. The generation of the synthetic data allowed for the experiment to be performed under controlled conditions. The modelling protocol followed in the experiment included two uncertainty analyses. All three types of Monte Carlo Simulations were used in these uncertainty analyses to quantify the model’s prediction uncertainty in fulfilment of their different objectives. The first uncertainty analysis, known as the preliminary uncertainty analysis, was performed to take stock of the model’s situation concerning uncertainty before any effort was made to reduce the model’s prediction uncertainty. The idea behind the preliminary uncertainty analysis was that it would help in further modelling decisions with regards to calibration and parameter estimation experiments. Parameter uncertainty was reduced by the calibration of the model. Once parameter uncertainty was reduced, the second uncertainty analysis, known as the confirmatory uncertainty analysis, was performed to confirm that the uncertainty associated with the model was indeed reduced. The two uncertainty analyses were conducted in exactly the same way. In conclusion to the experiment, it was illustrated how the quantification of the model’s prediction uncertainty aided in the calculation of a Total Maximum Daily Load (TMDL). The Margin of Safety (MOS) included in the TMDL could be determined based on scientific information provided by the uncertainty analysis. The total MOS assigned to the TMDL was -35% of the mean load allocation for the point source. For the sake of simplicity load allocations from non-point sources were disregarded. / AFRIKAANSE OPSOMMING: Watergehalte modelle is wiskundige voorstellings van ekologiese sisteme en speel ’n belangrike rol in die beplanning en bestuur van waterhulpbronne en wateromgewings. Belangrike besluite rakende finansiële beleggings en besluite rakende die omgewing maak dikwels staat op die resultate van watergehalte modelle. Dit is dus baie belangrik dat besluitnemers bewus is van die onsekerhede verbonde met die modelle en dit verstaan. Die fokus van hierdie studie het berus op die gebruik van die Monte Carlo Simulasie om die voorspellingsonsekerhede van watergehalte modelle te kwantifiseer. Twee tipes onsekerhede bestaan: Epistemologiese onsekerheid en toeval afhangende onsekerheid. Epistemologiese onsekerheid is die oorsaak van ‘n gebrek aan kennis terwyl toeval afhangende onsekerheid die natuurlike wisselvalligheid in ’n natuurlike omgewing behels. Dit is belangrik om te onderskei tussen hierdie twee tipes onsekerhede aangesien die analise van ’n model se onsekerheid hiervan afhang. Drie verskillende rangskikkings van Monte Carlo Simulasies in die analise van die onsekerhede word bespreek en geïllustreer: Enkel Fase Monte Carlo Simulasie (SPMCS), Dubbel Fase Monte Carlo Simulasie (TPMCS) en Parameter Monte Carlo Simulasie (PMCS). Elke rangskikking van Monte Carlo Simulasie het sy eie doelwit in die analise van ’n model se onsekerheid en hang af van die onderskeiding tussen die twee tipes onsekerhede. As eksperiment is ’n hipotetiese rivier gemodelleer deur gebruik te maak van die Streeter-Phelps teorie en sintetiese data is vir die rivier gegenereer. Die sintetiese data het gesorg dat die eksperiment onder beheerde toestande kon plaasvind. Die protokol in die eksperiment het twee onsekerheids analises ingesluit. Al drie die rangskikkings van die Monte Carlo Simulasie is gebruik in hierdie analises om die voorspellingsonsekerheid van die model te kwantifiseer en hul doelwitte te bereik. Die eerste analise, die voorlopige onsekerheidsanalise, is uitgevoer om die model se situasie met betrekking tot die onsekerheid op te som voor enige stappe geneem is om die model se voorspellings onsekerheid te probeer verminder. Die idee agter die voorlopige onsekerheidsanalise was dat dit sou help in verdere modelleringsbesluite ten opsigte van kalibrasie en die skatting van parameters. Onsekerhede binne die parameters is verminder deur die model te kalibreer, waarna die tweede onsekerheidsanalise uitgevoer is. Hierdie analise word die bevestigingsonsekerheidsanalise genoem en word uitgevoer met die doel om vas te stel of die onsekerheid geassosieer met die model wel verminder is. Die twee tipes analises word op presies dieselfde manier toegepas. In die afloop tot die eksperiment, is gewys hoe die resultate van ’n onsekerheidsanalise gebruik is in die berekening van ’n totale maksimum daaglikse belading (TMDL) vir die rivier. Die veiligheidgrens (MOS) ingesluit in die TMDL kon vasgestel word deur die gebruik van wetenskaplike kennis wat voorsien is deur die onsekerheidsanalise. Die MOS het bestaan uit -35% van die gemiddelde toegekende lading vir puntbelasting van besoedeling in die rivier. Om die eksperiment eenvoudig te hou is verspreide laste van besoedeling nie gemodelleer nie.