Thesis (PhD (Civil Engineering))--University of Stellenbosch, 2007. / Elements of the Architecture-Engineering-Construction (AEC) industry are the result of a process involving planning, engineering and construction. A number of professions and professionals are involved, and the process is characterized by frequent changes. Consequently the problem of consistency of information is a major concern which casts a shadow on the integrity of the process. The research described in this dissertation was aimed at the development of techniques and technologies which can alleviate the problem of information exchange and consistency. Currently some commercial software applications support users working in an integrated environment in the exchange of information between different models. However, this is limited to the suite of models provided by the software vendor and consequently it forces all the parties involved in a project to use the same software. This excludes potential participants and the software-suites are usually expensive as well. In contrast, the research described here investigated ways of using standard software applications, which may be specialized for different professional domains. These are linked for effective transfer of information and a binding mechanism is provided to support consistency between the models. This prevents the exclusion of participants, allowing them to use familiar software packages, without losing the ability to keep the various models consistent amongst project partners. This is of particular importance to specialists that use problem specific applications which may not be included in expensive, integrated suites. The solution approach presented in the dissertation accounts for the following well known properties of the AEC industry: Ownership - each model that abstracts a specific aspect of the project is created, manipulated and controlled by a responsible person/party. No one may circumvent the model owner to manipulate a model. Diversity - the various role players often do not understand the complexity and value of the work of the other parties involved. Long transactions - the time duration of tasks in the construction industry is not short and information cannot be managed on a transaction basis. The various role players must be supported to work in parallel, exchanging relevant information constantly as the project develops. The proposed solution consists of a linking and binding mechanism that supports the definition of inter-object dependencies. These dependencies are described by Binder instances. Update behavior is assigned to Binder instances through customized Updater instances. The binding mechanism addresses important issues like change detection, update sequence determination and the execution of an update in dependent models. The proposed solution was successfully implemented using a CAD system and an independent Finite Element application in order to verify the theoretical aspects of the work.

Thesis (PhD (Civil Engineering))--University of Stellenbosch, 2007. / The primary goal of this thesis is to indicate how systems theory and engineering process modelling can be applied to provide models for consulting engineering service business enterprises. The typical management systems used for these businesses are investigated to determine the application of systems and process models. The motivation for this study is based on the fact that integrated management systems for consulting engineering practices are presently based on selective business analysis and process modelling that has evolved over time, as reported in a survey and study by Smit [110]. Furthermore, current engineering management systems are simply computer implementations of management procedures based on techniques that were developed to solve problems in the absence of the computational capabilities of the modern computer. To rectify this, a fundamental approach to analyse the business and management functions using systems theory and engineering process modelling techniques is required, which has not been attempted to date. This study develops and demonstrates the application of fundamental analysis in consulting engineering enterprise management and reviews advantages that can be obtained from using this approach. It is shown that the mathematical Algebra of Relations and associated Graph Theory provide the mathematical basis on which management problems can be treated systematically. Since these fields of mathematics are well developed and very broad, the essential parts of the theories are identified. Thereupon, the application of the very abstract mathematical concepts to two important and typical engineering management problems are developed, which represents the core contribution of the dissertation. The study is developed and presented in two parts and an addendum: 1. The first part provides an overview of the necessary mathematical theory required to support development of business models. 2. Management systems theory and relation- and graph theory-based engineering process modelling techniques are applied in this part to build generic enterprise models and data processing models. These models provide inputs for the management processes of professional service business enterprises. The outcome of the modelling and analysis is a set of database models with reporting functionality, to be used in the management process. A demonstration of technology available for development of the models and techniques, described in the previous part, is undertaken in this part. Generic implementations of database models and reporting techniques for systems which deal with management data in a consulting engineering business are developed, described and demonstrated. 3. In the addendum to the study, typical models and system functionality needed to support the management functions of the consulting engineering service business are identified. These management functions include: • Business strategy and long term planning • Marketing and promotion • Finance, including bookkeeping and auditing • Personnel • Facilities management and document management • Logistics, i.e., management of resources required for the business to operate • Knowledge management • Production management, i.e., management of the execution of project work • Administration • Risk management Production management can use the engineering process model approach, modelling the management of tasks, persons, datasets and tools as these are applied to the consulting engineering business. Sample subsystems to support selected management functions are identified and analysed. The integration of these systems with commercially available systems to support accounting and management reporting can follow from this analysis. The study contributes to the body of knowledge in the field of engineering management by providing insights into the application of a specific branch of mathematics to provide fundamental solutions to engineering management problems. It also shows how these solutions are mapped to the computer, and describes available information techniques and technology to support the mapping. The outcome is a document setting out the theory required to develop robust enterprise management systems, the development and demonstration of technology required to do this and, as an addendum, a high level specification of business and management system functionality required for the professional engineering service business.

Thesis (PhD (Civil Engineering))--Stellenbosch University, 2008. / The velocity, density and turbulence profiles of a horizontal, saline gravity current were measured experimentally. Stable stratfication damped the turbulence and prevented the gravity current from becoming self-similar. The velocity and density prfiles were measured simultaneously and non-intrusively with particle image velocimetry scalar (PIV-S) technology. The application of the PIV-S technology had to be extended in order to measure the continuously stratified gravity current. Measurement of the Reynolds fluxes and Reynolds stresses revealed the anisotropic turbulent transport of mass and momentum within the gravity current body. These measurements also allowed the interaction between turbulence and stratification to be studied. The measured profiles were used to evaluate the accuracy of a gravity current model which did not assume self-similarity. The gravity current model was based on a Reynolds-averaged Navier-Stokes (RANS) multispecies mixture model. The Reynolds flux and Reynolds stress profiles did not show self-similarity with increasing downstream distance. Comparison of the vertical and horizontal Reynolds fluxes showed that gravity strongly damped the vertical flux. At a downstream location, where the bulk Richardson number was supercritical, the shear production profile had a positive inner (near bed) peak and a positive outer peak, while the buoyancy production pro le had a negative outer peak. Further downstream, where the bulk Richardson number was near-critical, the outer shear and buoyancy production peaks disappeared, due to the continuous damping of the turbulence intensities by the stable stratification. However, near bed shearing allowed the inner shear production peak to remain. Sensitivity analyses of different turbulence models for the gravity current model showed that the standard k -e turbulence model, as well as the Renormalization Group theory (RNG) k -e turbulence model, generally underpredicted the mean streamwise velocity profile and overpredicted the excess density pro le. The flux-gradient hypothesis, used to provide closure for the Reynolds uxes, modelled the vertical Reynolds ux reasonably, but not the horizontal flux. This did not compromise the results, since the horizontal gravity current had the characteristics of a boundary-layer ow, where the horizontal flux does not contribute significantly to the flow structure. It was shown that the gravity current model, implementing the standard k -e turbulence model with a constant turbulent Schmidt number of ot = 1;3, produced profiles which were within 10% - 20% of the measured profiles.

Thesis (PhD (Civil Engineering))--University of Stellenbosch, 1998. / 147 leaves single sided printed, preliminary pages i-v and numbered pages 1-1 to 8-8. Includes bibliography,list of figures and tables. Digitized using a Hp Scanjet 8250 Scanner to pdf format (OCR). / ENGLISH ABSTRACT: The dissertation describes the functions of bus and minibus taxi terminals and transfer facilities. Planning, design and evaluation guidelines are proposed. These proposals are aimed at the following aspects: the geometric features and functional layout of facilities in order to enhance the effective usage thereof by passengers, as well as the smooth flow of vehicles; the location of facilities and traffic control arrangements, which take cognisance of effective traffic flow as well as acceptable walking distance by commuters; and an evaluation methodology which addresses allocative efficiency from an economic viewpoint, supplemented by analysis guidelines which consider distributive efficiency from a viewpoint of equitable distribution of welfare. It is explained how benefits for travellers, the transit operator and the subsidizing authority, and the opportunity costs of supplying the facility can be determined. A model is proposed whereby the non-monetary component of generalised travel costs can be estimated. The use of economic evaluation techniques for the selection and prioritisation of projects is detailed. This is supplemented by an example of an economic evaluation of a proposed bus/minibus taxi terminal. Subsequently it is examined how the design and effectiveness of a real world passenger transport terminal could be affected by the use of the guidelines proposed in the dissertation. The dissertation, lastly, deals with welfare distribution and the more equitable community accessibility and mobility which can be brought about by the creation and use of passenger transport terminals and transfer facilities. Also discussed is the accommodation of welfare distribution with an economic evaluation as a means of achieving greater equity or fairness and the ways in which this can be done. / AFRIKANSE OPSOMMING: Die proefskrif beskryf die funksies van bus- en minibustaxivervoereindpunte en oorstapfasiliteite. Beplannings-, ontwerp- en evalueringsriglyne word voorgestel. Die voorsteUe is gerig op die volgende aspekte: (1) Die geometriese en funksionele uitieg om die doeltreffende gebruik deur passasiers en vloei van voertuie te bevorder; (2) fasiliteitplasing en verkeersbeheermaatreels wat vlot voertuigbeweging sowel as aanvaarbare stapafstand in ag neem; en (3) 'n evalueringsmetodologie wat toewysingsdoeltreffendheid vanuit 'n ekonomiese oogpunt en verdelingsdoeltreffendheid vanuit 'n billike welvaartsverdelingsoogpunt in ag neem. Dit word verduidelik hoe voordele vir reisigers, die transit-operateur en die subsidierende owerheid, en die geleentheidskoste van fasiliteitsvoorsiening bepaal kan word. 'n Model word voorgestel waarvolgens die nie-monetere gedeelte van veralgemeende reiskoste beraam kan word. Die gebruik van ekonomiese evalueringstegnieke vir die keuse en prioritisering van projekte word verskaf. Dit word aangevul met 'n voorbeeld van 'n ekonomiese evaluering van 'n voorgestelde bus/minibustaxi-eindpunt. Vervolgens word dit ondersoek hoe die ontwerp en doeltreffendheid van 'n werklike passasiervervoereindpunt deur die gebruik van die voorgestelde riglyne beinvloed kan word. Ten slotte word welvaartverdeling en die groter toeganklikheid en beweeglikheid behandel wat binne 'n gemeenskap geskep kan word deur die voorsiening en gebruik van passasiersvervoereindpunte en oorstapfasiliteite. Dit word bespreek hoe 'n ekonomiese evaluering aangepas kan word as 'n maatreel om billikheid te bevorder.

Dissertation (PhD)--University of Stellenbosch, 2000. / ENGLISH ABSTRACT: The use of foamed bitumen and bitumen emulsion as binders for use in road rehabilitation is gaining favour globally. High-level road facilities through to unpaved roads requiring attention are being treated with these binders due to environmental, economic and practical benefits in the use of cold bituminous mixes. In addition, static and mobile plant with the capability of performing stabilisation using bitumenemulsion and foamed bitumen has become commercially available and widely utilised, as a result of development in recycling technology and lapse in patent rights on foam nozzles. An understanding of the behaviour and failure mechanisms of these cold mixes, as well as sound guidelines for the mix design procedures of cold mixes, especially foamed bitumen, and design guidelines for pavements structures incorporating these materials, are lacking however. Mix designs are carried out primarily on the basis of experience and pavement designs are empirically based. The main objective of this dissertation is to address the need for a fundamental understanding of foamed bitumen and foamed bitumen mixes, and in so doing to develop techniques for adjudicating mixes, optimising their composition and rationalising their design both as mixes and as layers in road pavements. At the same time the exploration of new applications for foamed bitumen and the possibilities for progressive related technology, is a priority. To commence, this study includes an appraisal of most of the literature available on foamed bitumen. This is followed by a fundamental investigation of the colloidal mass of foam that is produced when small quantities of cold water are added to hot bitumen. Factors influencing the quality of the foam are identified and a Foam Index is developed for characterisation and optimisation of the foam. The spatial composition of a cold foamed bitumen mix, including Interaction of the foam with moist mineral aggregate, is also addressed in this dissertation. In particular, the stiffening of the filler mastic using foamed bitumen as binder is analysed. Techniques of optimising the sand type and content in the mix are also developed and guidelines for desired aggregate structures for foam treatment are established. The temperature of the mineral aggregate has been shown to have a profound influence on the behaviour and performance of a foamed bitumen mix. This has been selected as a focal area of further investigation and the research has lead to the development of a new process called "The half-warm foamed bitumen treatment process" that can produce mixes with almost the quality of hot mix asphalt with up to 40% less energy consumption. Other processes developed in this research include the use of cold mix asphaltic blocks for construction of road pavements in developing areas. This technology enhances the use of a high labour component in road construction in an economically competitive manner. The dissertation provides details for mix design and construction of the cold mix blocks. Finally, the study includes models for the performance prediction of foamed bitumen mixes. In particular, foamed mixes that exhibit stress-dependent behaviour have been investigated and models established on the basis of triaxial testing and accelerated pavement testing for the prediction of permanent deformation of such layers under repeated loading. Practical applications of the research findings are summarised in Appendix F. This includes: • methods for optimisation of the foamed bitumen properties, • guidelines for the selection of the ideal aggregate structure for cold foamed mixes, • procedures for carrying out cold mix design in the laboratory (including mixing, compaction and curing), • procedures for manufacturing half-warm foamed mixes in the laboratory, • methods for manufacturing cold mix blocks, and • pavement design methods for road structures incorporating foamed mix layers. Appendix G outlines statistical techniques that are relevant to the design of experiments in pavement engineering including examples of applications of these procedures. The techniques are applied selectively in the relevant chapters of the dissertation. / AFRIKAANSE OPSOMMING: Die gebruik van skuim bitumen en bitumen emulsie as bindmidel in pad rehabilitasie begin groter voorkeur wêreldwyd geniet. Van hoë vlak padfasiliteite tot ongeplaveide paaie wat aandag benodig, word met hierdie binders behandel vanweë die omgewings-, ekonomiese en praktiese voordele wat hierdie koue bitumen mengsels inhou. Voorts is statiese en mobiele masjinerie wat die vermoë het om stabilisasie in die gebruik van bitumenemulsie en skuimbitumen te bewerkstellig, in die handel verkrygbaar. Dit word algemeen gebruik as 'n uitvloeisel van ontwikkelings in herwinningstegnologie en die verslapping van patenteregte op skuim sproeikoppe. 'n Leemte bestaan in die begrip van die gedrags- en swigtingsmeganismes van hierdie koue mengsels, asook goeie riglyne vir die mengselontwerp van koue mengsels en in besonder skuimbitumen, en ontwerpriglyne vir plaveisel strukture waar hierdie materiaal geinkorporeer is. Mengselontwerpe word hoofsaaklik uitgevoer op grond van ondervinding, terwyl plaveiselontwerpe empiries gebaseer is. Die hoofdoel van die verhandeling is om die behoefte vir 'n fundamentele begrip van skuim bitumen en skuimbitumen mengsels aan te spreek, en daardeur tegnieke te ontwikkel vir die be-oordeling van mengsels, optimsering van hul samestelling en rasionalisering van hulontwerp vir beide mengsels en plaveisellae. Terselfdertyd is die ondersoek na nuwe toepassings van skuim bitumen en die moontlikhede van nuwe tegnologie 'n prioriteit. As beginpunt sluit hierdie studie 'n waardeskatting van die meeste literatuur beskikbaar op skuim bitumen in. Dit word gevolg deur 'n basiese ondersoek na die kolloidale massa van skuim wat geproduseer word wanneer klein hoeveelhede koue water by warm bitumen gevoeg word. Faktore wat die gehalte van die skuim beinvloed word uitgewys en 'n Skuim Indeks is ontwikkel vir die karakterisering en optimisering van die skuim. Die ruimtelike samestelling van 'n koue bitumen mengsel, wat die interaksie van die skuim met vogtige minerale samevoegings (aggregate) insluit, word ook aangespreek. Besondere aandag word gewy aan die verharding van die vuiler mastiekgom wat gebruik word as bitumen binder. Tegnieke om die sandtipe en inhoud van die mengsel te optimiseer is ontwikkel en riglyne vir die verlangde samevoegingstrukture (aggregate strukture) vir skuimbehandeling is opgestel. Daar is bevind dat die temperatuur van die minerale aggregaat 'n duidelike invloed op die gedrag en verrigting van 'n skuimbitumen mengsel het. Dit is gekies as In fokuspunt vir verdere studie en die navorsingswerk daarop het gelei tot die ontwikkeling van In nuwe proses wat "Die half-warm skuim bitumen behandelings proses" genoem word. Hierdie proses produseer mengsels wat byna gelykstaande is aan die gehalte van warm gemengde asfalt, maar met tot 40% minder energie verbruik. Ander prosesse wat met dié navorsing ontwikkel is, sluit koue gemengde asfaltiese blokke in, wat gebruik word in die konstruksie van padplaveisel in ontwikkelende gebiede. Hierdie tegnologie bevorder die ekonomiese gebruik van 'n hoë arbeidskomponent in padkonstruksie. Die studie stel besonderhede vir die mengselontwerp en konstruksie vir koue gemengde blokke voor. Laastens sluit die studie modelle in vir die werkverrigtingsvoorspelling van skuimbitumen mengsels. Op basis van drie-assige proewe in die laboratorium en versnelde belasting van paaie is modelle ontwikkel vir skuim bitumen mengsels wat spanningsafhanklike gedrag vertoon (die sogenaamde "granulêre" groep) om die permanente deformasie in die lae as gevolg van herhaalde verkeersbelasting te voorspel. 'n Opsomming van al die praktiese toepassings van die ontwikkelings van die navorsing word in Appendix F verskaf. Dit sluit in: • optimesering van die eienskappe van skuimbitumen, • riglyne vir gewenste samestelling van aggregaat in skuimbitumen mengsels, • ontwerp metodes vir koue skuimbitumen mengsels in die laboratorium (meng, verdigting en curing), • produksie metodes vir half-warme mensels in die laboratorium, • produksie metodes vir blokke wat met koue mengsels gemaak word, en • plaveiselontwerp metodes van strukture wat skuimbitumen lae inkorporeer. Appendix G gee 'n oorsig van statistiese tegnieke wat relevant is vir die ontwerp van eksperimente, insluitend voorbeelde van toepassings van die prosedures in plaveiselingenieurswese. Die tegnieke word selektief toegepas in die relevante hoofstukke van die verhandeling.

Thesis (PhD)--University of Stellenbosch, 2001. / ENGLISH ABSTRACT: Public and private transport system planning and operation have tended to be fragmented functions. In particular, public transport is often planned and operated independently of the "private" transport system. South African government policy now requires that comprehensive, strategic transport plans be prepared by metropolitan transport authorities. These plans are expected to conform to national strategic objectives as well as including local current and longterm objectives. This planning is required in the environment of a multi-modal, multi-operator, public-private partnership scenario that is new for most of the role players. The lack of experience is accompanied by a lack of any existing model for dealing with this scenario. This dissertation describes such a model. The model is based on the principles of strategic logistics management commonly employed in commerce and industry, including service-oriented industries. The modelling process is thus based on achieving a combination of customer service and long-term objectives. The model comprises a number of separate components and steps: • A transport network model (Emme/2). ~ A multi-class, generalised-cost assignment of private and public transport demand onto a network, modified to be modeless to the public transport users, is performed. This assignment allows for the imposition of generalised-cost reflecting urban-planning objectives in addition to more conventional costs such as travel cost. In this assignment, the interaction of public and private transport is accounted for and results in an associated modal choice. ~ A series of single-class generalised-cost assignments is then used to "focus" public transport demand to create corridors of demand adequate to justify public transport routes. This process can be enhanced to develop a design promoting switching from private to public transport. It also allows for multi-period route design. ~ The results of this modelling process are output to a text file and then subject to the processes described below. The results of these processes are then input into the network model where a standard transit assignment is performed and used to modify the proposed lines and update the network design data with respect to boardings and alightings at nodes. This information is used to design fixed infrastructure. • A Microsoft Access database and route extraction program. );> The network model data is drawn into the database where it is subject to a route extraction program that converts the assignment results from the network model into a set of mode specific potential public transport route definitions. These route definitions are based on paths of maximum demand. The extraction process is controlled by parameters specified by the planner, such as minimum route lengths and the demand level for various categories of service. );> After route extraction, vehicle allocation, and transit assignment, the database provides details of the boardings and alightings and number and details of transit lines using each node and link in the network. This data is used to design fixed infrastructure. • A Microsoft Excel spreadsheet vehicle operating cost model. );> For each vehicle type, the operating cost given the anticipated vehicle mileage and operating speed is determined. This is used to guide the choice of vehicles for different routes. • A Lingo goal-programming model. );> The potential routes and the available or potential fleet are subjected to a goalprogramme in which the optimum choice of vehicle allocation is determined. The allocation parameters can be controlled by the planner. These parameters may include costs, energy, fuel consumption, and vehicle and route limitations amongst others. Multiperiod design is included in the modelling process so that the optimum design may be for the operating period, daily, or weekly cycle. The modelling process provides two main outputs: • A set of fully described and costed transit lines ill terms of both routing and vehicle allocation. These transit line definitions can be output to the level of driver instructions if necessary. • Details of the type and location of infrastructure to be provided on the network. / AFRIKAANSE OPSOMMING: Openbare en private vervoerstelsel-beplanning en -bedryf IS geneig om gefragmenteerde funksies te wees. Dit is veral waarneembaar in die openbare vervoerstelsels waarvan die beplanning en bedryf onafhanklik van die "private" vervoerstelsels plaasvind. Die beleid van die Suid-Afrikaanse regering vereis dat omvattende strategiese vervoerplanne deur die metropolitaanse vervoer owerhede voorberei word. Daar word van hierdie planne verwag om aan die nasionale strategiese doelwitte, asook die plaaslike bestaande en langtermyn doelwitte te voldoen. Hierdie beplanning word vereis deur 'n omgewing wat nuut is vir die meeste rolspelers en bestaan uit multi-modale, multi-operateur en openbare-private vennootskap scenario's. Die tekort aan ondervinding gaan gepaard met 'n tekort aan 'n bestaande model wat gebruik kan word om hierdie scenario's te hanteer. So 'n model word deur hierdie verhandeling beskryf. Die model is gebasseer op die beginsels van strategiese logistieke bestuur wat algemeen gebruik word in die handel en industrie, insluitende die diens-georïenteerde industrieë. Die modelleringsproses wil dus 'n kombinasie van diens aan kliënte en langtermyn doelwitte bereik. Die model bestaan uit onderskeie komponente en stappe: • 'n Vervoernetwerkmodel (Emmel2) }i;> 'n Multi-klas, veralgemeende-koste toedeling van private en openbare vervoeraanvraag op 'n netwerk, aangepas om modusloos te wees vir die openbare vervoergebruiker, word uitgevoer. Hierdie toedeling laat nie net die heffing van meer konvensionele kostes, soos reiskoste toe nie, maar ook veralgemeende kostes wat staatsbeplarmingsdoelwitte reflekteer. In hierdie opdrag word die interaksie van openbare- en private vervoer ondersoek waarvan die uiteinde 'n geassosieerde modale keuse is. }i;> 'n Reeks enkelklas veralgemeende koste toedelings word dan gebruik om op openbare vervoeraanvraag te fokus en daardeur korridors van aanvraag, wat gepas is om openbare vervoerroetes te regverdig, te skep. Hierdie proses kan verfyn word om 'n plan te ontwikkel wat die verskuiwing van private vervoer na openbare vervoer sal bevorder. Dit laat ook die ontwerp van multi-periode roetes toe. }i;> Die resultate van hierdie modelleringsproses word uitgevoer na 'n tekslêer en dan aan die prosesse, wat hier onder beskryf word, onderwerp. Die resultate van hierdie prosesse word dan ingevoer in die netwerkmodel waar 'n standaard publieke vervoertoedeling uitgevoer word. Dit word dan gebruik om die voorgestelde roetes te wysig en die netwerk data, met betrekking tot die aantal persone wat op en af klim by nodes, op te dateer. Hierdie inligting word gebruik vir die ontwerp van infrastrukture. • 'n Microsoft Access databasis en roete-ontrekkingsprogram );> Die netwerkmodel data word in die databasis ingetrek waar dit aan 'n roeteontrekkingsprogram onderwerp word. Hierdie program skakel die toedelingsresultate van die netwerkmodel om na 'n stel potensiële modus spesifieke openbare vervoerroete definisies. Hierdie roete definisies word gebasseer op paaie van maksimum aanvraag. Die ontrekkingsproses word deur parameters, soos minimum lengte van roetes en die vlak van aanvraag van verskeie kategorieë van diens, wat deur die beplanner gespesifiseer word, gekontroleer. );> Na die ontrekking van roetes, voertuigtoekenning en vervoertoedeling, voorsien die databasis besonderhede van die aantal persone wat op en af klim asook die aantal en details van vervoerroete wat elke node en skakel in die netwerk gebruik. Hierdie data word gebruik om infrastrukture te ontwerp. • 'n Microsoft Excel sigblad voertuig bedryfskoste model )i> Vir elke tipe voertuig word die bedryfskoste, volgens die verwagte afstand en spoed van die spesifieke voertuig, bepaal. Die resultate word gebruik om die keuse van voertuie vir verskillende roetes te bepaal. • 'n Lingo doelprogrameringsmodel );> Die potensiële roetes en die beskikbare of potensiële vloot word onderwerp aan 'n doelprogram waarin die optimum keuse van voertuigtoekenning bepaal word. Die toekenningsparameters kan deur die beplanner gekontroleer word. Die parameters kan onder andere kostes, energie, brandstofverbruik en voertuig- en roete beperkings, insluit. Multi-periode ontwerp is ingesluit in die modelleringsproses sodat die optimum ontwerp vir die bedryfsperiode, daaglikse of weeklikse siklusse, kan wees. Die modelleringsproses lewer twee hoofuitkomste: • 'n Stel volledig beskrywende en koste berekende vervoerroete wat, indien nodig, na die vlak van bestuurder instruksies, uitgevoer kan word. • Details van die tipe en plek van infrastruktuur wat benodig word deur die netwerk.

Thesis (PhD)--University of Stellenbosch, 2001. / ENGLISH ABSTRACT: The process of sand being moved parallel to the coast by wave and current action is called longshore (sediment) transport. Knowledge oflongshore transport is essential for the design of breakwaters at harbour entrances, for navigation channels and for calculating the amount of dredging they require, for beach improvement schemes and for the determination of the stability of inlets and estuaries. Different aspects oflongshore transport have been investigated, namely, (1) analysis offield data, (2) evaluation oflongshore transport formulae and (3) the development of the wave power approach as an alternative method to calculate longshore transport. In the development of a better understanding oflongshore sediment transport, the following has been done for the first time: (1) a comprehensive data set has been compiled covering almost a full range of conditions occurring on natural beaches; and (2) virtually all longshore transport formulae have been evaluated against this extensive data set. A new improved method, the applied wave power approach, has been developed and extensively calibrated against the same data set. Based on this evaluation, guidelines are now available for design engineers as to which are the best bulk and detailed predictors oflongshore sediment transport. These are respectively, the recalibrated Kamphuis formula and the applied wave power approach. Another useful first, is the derivation of confidence intervals for a longshore transport formula, showing what accuracy can be obtained and that accurate predictions are now possible. In addition, it has now been determined what the minimum required measurement period should be and what the most cost-effective way is for obtaining the true long-term mean net longshore transport rate at a particular site. / AFRIKAANSE OPSOMMING: Die proses waarvolgens sand ewewydig aan die kus deur golf- en stroomwerking vervoer word, word langsstrandse (sediment-) vervoer oflangsvervoer genoem. Kennis van langsvervoer is noodsaaklik vir die ontwerp van golfbrekers by hawe-ingange, navigasiekanale en vir die berekening van die hoeveelheid baggerwerk daarvoor benodig, strandverbeteringskemas en vir die bepaling van die stabiliteit van inlate en getyriviere. Verskillende aspekte van langsvervoer is ondersoek, naarnlik, (1) die ontleding van velddata, (2) die beoordeling van langsvervoerformules en (3) die ontwikkeling van die golfdrywingsbenadering as 'n altematiewe metode om langsvervoer mee te bereken .. Tydens die ontwikkeling van 'n beter begrip van langsstrandse sedimentvervoer is die volgende vir die eerste keer gedoen: (1) 'n omvattende datastel is versamel wat bykans aIle toestande wat aan natuurlike strande voorkom, dek; en (2) feitlik aile langsvervoerformules is teen hierdie uitgebreide datastel beoordeel. 'n Nuwe verbeterde metode, die aangewende golfdrywingsbenadering, is ontwikkel en omvattend teen dieselfde datastel geyk. Gebaseer op hierdie beoordeling, is riglyne nou vir ontwerp-ingenieurs beskikbaar rakende watter totaal- en detail-iangsvervoervoorspellers die beste is. Dit is onderskeidelik die hergeykte Kamphuisformule en die aangewende golfdrywingsbenadering. Nog 'n nuttige eerste is die afleiding van betroubaarheidsgrense vir 'n langsvervoerformule, wat wys watter akkuraatheid nou haalbaar is en dat noukeurige voorspellings nou moontlik is. Verder is dit nou vasgestel wat die vereiste meettydperk behoort te wees en wat die mees koste-effektiewe manier is waarop die ware langtermyn-gemiddelde netto langsvervoertempo by 'n spesifieke terrein verkry kan word.

Thesis (PhD)--Stellenbosch University, 2002. / ENGLISH ABSTRACT: Local scour is the erosion of a riverbed resulting from the flow of the river around an obstacle. It is a principal cause of failure of bridges and other hydraulic structures. Current design practice relies on the use of empirical formulae that are often extremely inaccurate, or on the use of physical models that are very expensive. Recent advances in the power of microcomputers have however made numerical simulation increasingly attractive. One obstacle to numerical simulation though is that there is no general agreement on the concept of incipient motion, that critical point at which motion - and hence scour - begins. In this dissertation, the unit stream power model developed by Rooseboom (1992) is extended to handle the complex three-dimensional flow conditions that pertain close to the riverbed in the vicinity of an obstacle. The relationship between unit stream power (the dissipation function) and the Movability Number (the ratio of the shear velocity to the terminal settling velocity of the critical sediment particles) is clearly indicated. Since incipient motion is probabilistic in nature, a relationship was established between the Movability Number and the intensity of motion with allowance for bed-slope and relative depth. An extension of this work resulted in a new bed-load transportation equation that could be used to determine the rate of scour development. Physical modelling in a laboratory flume aided the selection of suitable critical conditions for the onset of scour. The usefulness of the above-mentioned relationships was then demonstrated through the construction of a simple mathematical model of scour and deposition around a structure. This model was used in conjunction with commercially available computational fluid dynamics (CFD) software to predict the scour potential around typical engineering structures. Physical model data was obtained for four situations, and the measured scour was compared with that predicted by the numerical model. There was reasonable agreement between the different models and such differences as there were could be readily attributed to constraints on the numerical model, in particular the lack of a free-surface routine and the coarseness of the grid. This dissertation has opened up a new method for the prediction of local scour that could be readily extended to include all types of scour. With the advent of increasingly fast computers, it could become a useful engineering tool that would assist engineers in the design of safe and cost-effective foundations for hydraulic structures. / AFRIKAANSE OPSOMMING: Plaaslike uitskuring is die erosie van 'n rivierbed as gevolg van vloei verby 'n obstruksie. Dit is 'n belangrike oorsaak van die swigting van brfïe en ander hidrouliese strukture. Bestaande ontwerppraktyk berus op empiriese vergelykings wat dikwels hoogs onakkuraat is, of op fisiese modelle, wat baie duur is. Numeriese simulasie het die afgelope tyd 'n al hoe meer aantreklike opsie geword danksy die snelle toename in die kapasiteit van mikro-rekenaars. 'n Struikelblok met numeriese simulasies is die gebrek aan konsensus oor die konsep van begin-van-beweging, daardie kritieke toestand waarby beweging en derhalwe uitskuring begin. In hierdie proefskrif is die eenheidstroomdrywing model, ontwikkel deur Rooseboom (1992), uitgebrei om die komplekse drie-dimensionele vloeitoestande, wat teenaan die rivierbodem verby 'n obstruksie heers,te hanteer. Die verwantskap tussen Eenheid Stroomdrywing (Dissipasiefunksie) en die Beweeglikheidsgetal (verhouding tussen sleursnelheid en die ewewigvalsnelheid van die kritieke sedimentpartikels ) is duidelik uitgewys. Aangesien begin van beweging probabilisties van aard is, is die verwantskap bepaal tussen die Beweeglikheidsgetal en die Intensiteit van Beweging, met voorsiening vir bodernhelling en relatiewe diepte. Verdere uitbreiding het gelei tot 'n nuwe bedvrag vervoervergelyking wat gebruik kan word om die tempo van uitskuring te bepaal. Kritieke toestande, waarby uitskuring begin, is met fisiese modelle in die laboratorium gekwantifiseer. Die bruikbaarheid van bogenoemde verbande is gedemonstreer deur die ontwikkeling van 'n eenvoudige wiskundige model van uitskuring en afsetting rondom 'n struktuur. Hierdie model is saam met bestaande kommersiële sagteware vir vloeidinamika berekenings (CFD) ingespan om uitskuringspotensiaal rondom tipiese ingenieurstrukture te voorspel. Fisiese modelmetings van uitskuring vanaf vier uitlegte is vergelyk met die numeries voorspelde waardes. Bevredigende ooreenkoms is gevind en verskille kon geredelik gewyt word aan beperkings van die numeriese model, veral die gebrek aan' n vryvlakroetine en die growwe maas. Die proefskrif stel 'n nuwe metode vir die voorspelling van uitskuring daar wat geredelik uitgebrei kan word na ander vorms van uitskuring. Met die ontwikkeling van al vinniger rekenaars kan dit 'n nuttige hulpmiddel vir ingenieurs word om veilige en koste-doeltreffende fondamente in waterlope te ontwerp.

Thesis (PhD)--University of Stellenbosch, 2002. / ENGLISH ABSTRACT: In this dissertation the traditional model-centred (MC)design approach for the development of software in the civil engineering field is compared to a newly developed application-centred (AC)design approach. In the MC design software models play the central role. A software model maps part of the world, for example its visualization or analysis onto the memory space of the computer. Characteristic of the MC design is that the identifiers of objects are unique and persistent only within the name scope of a model, and that classes which define the objects are components of the model. In the AC design all objects of the engineering task are collected in an application. The identifiers of the objects are unique and persistent within the name scope of the application and classes are no longer components of a model, but components of the software platform. This means that an object can be a part of several models. It is investigated whether the demands on the information and communication in modern civil engineering processes can be satisfied using the MC design approach. The investigation is based on the evaluation of existing software for the analysis and design of a sewer reticulation system of realistic dimensions and complexity. Structural, quantitative, as well as engineering complexity criteria are used to evaluate the design. For the evaluation of the quantitative criteria, in addition to the actual Duration of Execution, a User Interaction Count, the Persistent Data Size, and a Basic Instruction Count based on a source code complexity analysis, are introduced. The analysis of the MCdesign shows that the solution of an engineering task requires several models. The interaction between the models proves to be complicated and inflexible due to the limitation of object identifier scope: The engineer is restricted to the concepts of the software developer, who must provide static bridges between models in the form of data files or software transformers. The concept of the ACdesign approach is then presented and implemented in a new software application written in Java. This application is also extended for the distributed computing scenario. Newbasic classes are defined to manage the static and dynamic behaviour of objects, and to ensure the consistent and persistent state of objects in the application. The same structural and quantitative analyses are performed using the same test data sets as for the MCapplication. It is shown that the AC design approach is superior to the MC design approach with respect to structural, quantitative and engineering complexity .criteria. With respect to the design structure the limitation of object identifier scope, and thus the requirement for bridges between models, falls away, which is in particular of value for the distributed computing scenario. Although the new object management routines introduce an overhead in the duration of execution for the AC design compared to a hypothetical MC design with only one model and no software bridges, the advantages of the design structure outweigh this potential disadvantage. / AFRIKAANSE OPSOMMING: In hierdie proefskrif word die tradisionele modelgesentreerde (MC)ontwerpbenadering vir die ontwikkeling van sagteware vir die siviele ingenieursveld vergelyk met 'n nuut ontwikkelde applikasiegesentreerde (AC) ontwerpbenadering. In die MContwerp speel sagtewaremodelle 'n sentrale rol. 'n Sagtewaremodel beeld 'n deel van die wêreld, byvoorbeeld die visualisering of analise op die geheueruimte van die rekenaar af. Eienskappe van die MContwerp is dat die identifiseerders van objekte slegs binne die naamruimte van 'n model uniek en persistent is, en dat klasse wat die objekte definieer komponente van die model is. In die AC ontwerp is alle objekte van die ingenieurstaak saamgevat in 'n applikasie. Die identifisieerders van die objekte is uniek en persistent binne die naamruimte van die applikasie en klasse is nie meer komponente van die model nie, maar komponente van die sagtewareplatform. Dit beteken dat 'n objek deel van 'n aantal modelle kan vorm. Dit word ondersoek of daar by die MC ontwerpbenadering aan die vereistes wat by moderne siviele ingenieursprosesse ten opsigte van inligting en kommunikasie gestel word, voldoen kan word. Die ondersoek is gebaseer op die evaluering van bestaande sagteware vir die analise en ontwerp van 'n rioolversamelingstelsel met realistiese dimensies en kompleksiteit. Strukturele, kwantitatiewe, sowel as ingenieurskompleksiteitskriteria word gebruik om die ontwerp te evalueer. Vir die evaluering van die kwantitatiewe kriteria word addisioneel tot die uitvoerduurte 'n gebruikersinteraksie-telling, die persistente datagrootte, en 'n basiese instruksietelling gebaseer op 'n bronkode kompleksiteitsanalise , ingevoer. Die analise van die MC ontwerp toon dat die oplossing van ingenieurstake 'n aantal modelle benodig. Die interaksie tussen die modelle bewys dat dit kompleks en onbuigsaam is, as gevolg van die beperking op objekidentifiseerderruimte: Die ingenieur is beperk tot die konsepte van die sagteware ontwikkelaar wat statiese brue tussen modelle in die vorm van lêers of sagteware transformators moet verskaf. Die AC ontwerpbenadering word dan voorgestel en geïmplementeer in 'n nuwe sagteware-applikasie, geskryf in Java. Die applikasie word ook uitgebrei vir die verdeelde bewerking in die rekenaarnetwerk. Nuwe basisklasse word gedefinieer om die statiese en dinamiese gedrag van objekte te bestuur, en om die konsistente en persistente status van objekte in die applikasie te verseker. Dieselfde strukturele en kwantitatiewe analises word uitgevoer met dieselfde toetsdatastelle soos vir die MC ontwerp. Daar word getoon dat die AC ontwerpbenadering die MC ontwerpbenadering oortref met betrekking tot die strukturele, kwantitatiewe en ingenieurskompleksiteitskriteria. Met betrekking tot die ontwerpstruktuur val die beperking van die objek-identfiseerderruimte en dus die vereiste van brue tussen modelle weg, wat besonder voordelig is vir die verdeelde bewerking in die rekenaarnetwerk. Alhoewel die nuwe objekbestuurroetines in die AC ontwerp in vergelyking met 'n hipotetiese MC ontwerp, wat slegs een model en geen sagteware brue bevat, langer uitvoerduurtes tot gevolg het, is die voordele van die ontwerpstruktuur groter as die potensiële nadele.

Thesis (PhD)--University of Stellenbosch, 2002. / ENGLISH ABSTRACT: The dissertation presents a design procedure for HMA mixes based on probabilistic and volumetric approaches, hereafter referred to as PAVDAM. Central to PAVDAM is the use of an analytical model for estimating the voids in the mineral aggregate (VMA) of asphalt mixes. Validation of the mix design procedure was done through accelerated pavement testing (APT) with the Model Mobile Load Simulator (MMLS3) at the National Center for Asphalt Technology (NCAT) test track in Opelika, Alabama. In addition, the semi-circular bending (SCB) test was evaluated to serve as an analysis tool to augment the proposed mix design procedure. Non-linear finite element analyses using a quasi-isotropic material model were done using the CAPA-3D finite element system developed at the Technical University of Delft in the Netherlands to better characterise the tensile strength properties of specimens tested with the SCB. PAVDAM is partly based on performance related and analytical procedures such as the Stategic Highway Research Program (SHRP) Superpave and the Belgium Road Research Centre (BRRC) design method. The mix design system was developed based on gyratory compaction procedures. In this regard, the criteria relating gyratory compaction to design traffic as specified in Superpave are used. PAVDAM differs from other mix design methods in that a probabilistic approach is used to account for the variabilities associated with mixture components and properties during the manufacturing stage. It serves as a subset of the volumetric optimisation stage of the mix design process. The development of an analytical model to estimate the VMA of an asphalt mix was the central theme of the dissertation. The analytical model developed is based on modified Aim and Toufar (MAT) packing models developed under SHRP research and used in the concrete industry. The MAT packing models are based on the theory underlying the packing of monosized spheres and the combination of successive binary systems. These models were further refined for use in the asphalt industry. A probabilistic procedure based on the BRRC PRADO packing model is used to account for the influence of size ratio of the successive monosized binary systems. The result was a model that allows an estimation of the VMA of a mix from the gradation of the mix, the voids in the filler and the porosities of the individual aggregate fractions making up the mix. Research was undertaken to couple VMA estimates with gyratory compaction levels. This allowed estimates to be made of the optimum binder contents of mixes for different design traffic levels. The VMA of a mix is difficult to estimate accurately since it is difficult to quantify the factors influencing VMA such as gradation, particle shape, angularity, texture and rugosity. Furthermore, the influence of binder content and compaction must be taken into account. The MAT packing model underestimates the VMA of mixes compared to measured values. For this reason it is necessary to calibrate the model to allow more accurate estimations. More sophisticated models are required to more accurately estimate the VMA of mixes. It is recommended that the development of these be explored further. Asphaltic materials are inherently heterogeneous and there are a large number of factors that influence their volumetric properties. Because of this, Monte Carlo simulation techniques are used in PAVDAM to evaluate the combined effect of the variabilities of significant material properties. The dissertation expands on the different variabilities and the effects of variability on mixture volumetrics and mix design verification. The dissertation outlines the algorithms and procedures used in PAVDAM to estimate the binder content of a mix. In order to validate the PAVDAM model, analyses were done to determine the reliability of specific NCAT MMLS3 test section mixes in terms of densification in the field. A comparison of PAVDAM estimated and field binder contents allowed a ranking of the reliabilities of the different section mixes in terms of field densification at the design traffic level. This ranking compared favourably with that obtained from an analysis of actual densification trends monitored in the field under full-scale trafficking. Initial FEM analyses of the SCB using linear elastic isotropic modelling allowed the development of equations to characterise the tensile strength and modulus characteristics of specimens tested using the SCB. It was emphasized that these equations do not provide a realistic assessment of the strengths or moduli of asphaltic materials. The strengths and moduli of these materials are influenced by strain rates within the materials that cannot be assessed using a simple linear elastic approach. To address this, an alternative FEM analyses using CAPA-3D was undertaken. An approach was adopted to account for the influence of tensile and compressive strain rates on modulus. The analyses made use of a quasi-isotropic material model and it was shown to better characterise the tensile strengths of HMA materials using the SCB. The analyses also indicated that the tensile strengths determined using the equations initially developed based on a linear elastic approach result in strengths that are unrealistically high. It is recommended that further finite element research be done using non-linear material modelling to evaluate the very complex stress-strain conditions within an SCB specimen to better characterise fracture response. It is also recommended that the fatigue characterisation of HMA be explored based on strength tests using the SCB. PAVDAM represents a rational approach to mix design, a shift from experimental empiricism towards scientific fundamentalism. PAVDAM can be used to define the spatial composition of asphalt mixes. The influence of mix component variability may be addressed and reliability assessments of candidate gradations are possible during volumetric optimisation. Furthermore, changes in the volumetric properties of asphalt mixes may be investigated. As such, PAVDAM is a mix design management tool and can only be effective when used as part of a system that closely monitors variability and systematically refines the underlying packing model. / AFRIKAANSE OPSOMMING: Die verhandeling lewer 'n asfalt mengselontwerp metode gebaseer op statistiese en volumetriese metodes, genaamd PAVDAM. PAVDAM gebruik 'n analitise model om 'n skatting te maak van die ruimtes in die aggregaat (VMA) van asfalt mengsels. Stawing van die mengselontwerp metode is gedoen deur vesnelde plaveisel toetse met die Model Mobiele Las Simuleerder (MMLS3) op die National Center for Asphalt Technology (NCAT) se toetsbaan in Opelika, Alabama. Die Semi-Circular Bending (SCB) toets is ook geëvalueer om die voorgestelde ontwerp metode te analiseer. Nielineêre eindige element analise met gebruik van 'n kwasi-isotropiese materiaal model is gedoen met die CAPA-3D eindige element (FEM) stelselontwikkel deur die Tegniese Universitieit van Delft in Nederland om die treksterkte van monsters getoets met die SCB beter te karakteriseer. PAVDAM is deels gebaseer op gedragsverwante en analitise prosedures soos die Strategic Highway Research Program (SHRP) Superpave en die Belgium Road Research Centre (BRRC) ontwerp metodes. Die mengselontwerp stelsel is ontwikkel gebaseer op girator verdigtingsmetodes. Die girator verdigtingskriteria soos voorgeskryf in Superpave is gebruik. PAVDAM verskil van ander mengselontwerp metodes omdat daar gebruik gemaak word van statistiese metodes om die veranderlikhede geassosieer met mengsel komponente en ontwerp prosedures gedurende die vervaardigingsfase. Dit dien as 'n komponent van die volumetriese optimeringsfase van 'n mengsel ontwerp proses. Die sentrale tema van die verhandeling was die ontwikkeling van 'n analitisie model om 'n skatting te maak van die VMA van asfalt mengsels. Die analitise model wat ontwikkel is is gebaseer op gewysigde Aim and Toufar (MAT) pakkingsmodelle ontwikkel as deel van SHRP navorsing en wat gebruik word deur die betonindustrie. Die MAT pakkingsmodelle is gebaseer op die teorie van die pakking van eenvormige groote sfere en die kombinasie van binêre sisteme. Die modelle is verder ontwikkel vir gebruik in die asfaltindustrie. 'n Statistiese prosedure gebaseer op die BRRC se PRADO pakkingsmodel is gebruik om die invloed van groote verhouding (size ratio) van opeenvolgende binêre sisteme in ag te neem. Die gevolg was 'n model wat gebruik kan word om 'n skatting te maak van die VMA van 'n mengsel vanaf die mengsel gradering, ruimtes in die vulstof en die porositeit van die individuele aggregaat fraksies wat die mengsel saamstel. Navorsing is gedoen om die VMA te koppel aan girator verdigtingsvlakke. Die gevolg is dat skattings gemaak kan word van die optimum bindstof inhoude van mengsels vir verskillende verkeer ontwerp vlakke. Dit is moeilik om 'n akkurate skatting van die VMA van mengsels te maak omdat dit moelik is om faktore wat VMA beïnvloed te kwantifiseer, soos byvoorbeeld gradering, partikel vorm, hoekigheid en tekstuur. Die invloed van bindstof inhoud en verdigting moet ook in ag geneem word. Die MAT pakkings modelonderskat die VMA van mengsels in vergeleke met gemete waardes. Daarom is dit noodsaaklik dat die model gekalibreer word om meer akkurate skattings van mengsel VMA te maak. 'n Meer gesofistikeerde model is nodig om meer akkuraat die VMA van mengsels te skat. Dit word voorgestel dat die ontwikkeling van hierdie modelle verder ondersoek word. Asfalt materiaale is inherent heterogeen en daar is 'n groot aantal faktore wat die volumetriese einskappe van die mengsels beïnvloed. Om hierdie rede word gebruik gemaak van Monte Carlo simulasie in PAVDAM om die gekombineerde effek van veranderlikheid in ag te neem. Die verhandeling brei verder uit op verskillende veranderlikhede en die effek van veranderlikheid op die volumetriese einskappe van mengsels en die stawing van die model. Die algoritme en prosedures wat deur PAVDAM gebruik word om 'n skatting te maak van die optimum bindstof inhoud van 'n mengsel word in die verhandeling uiteengesit. Vir stawing van PAVDAM is analises gedoen om die betroubaarheid van NCAT MMLS3 toets seksies in terme van verdigting in die veld te bepaal. Vergelykings tussen PAVDAM geskatte en veld bindstof inhoude het gelei tot 'n rangorde van die betroubaarheid van die verskillende seksie mengsels in terme van verdigting in die veld onder die ontwerp vervoer. Hierdie rangorde het goed vergelyk met die wat gekry is van analise van die werklike verdigtingstendense soos in die veld gemonitor is onder volskaalse verkeer. Voorlopige FEM analise van die 8CB met gebruik van lineêr isotropiese modelering het gelei tot die ontwikkeling van vergelykings om die treksterke en styfheidseienskappe van monsters getoets met die 8CB te skat. Dit word beklemtoon dat hierdie vergelykings nie 'n realistiese skatting van die treksterkte of styfhede van asfalt materiaale gee nie. Die treksterkte en styfhede van die materiaale word beïnvloed deur verplasingstempo's binne die materiaale wat nie deur lineêr elastiese benaderings bepaal kan word nie. Om dit aan te spreek is alternatiewe FEM analise gedoen deur gebruik te maak van CAPA-3D. 'n Benadering is gevolg om die invloed van trek en druk verplasingstempo's op styfheid in ag te neem. Die analise het gebruik gemaak van 'n kwasi-isotropiese materiaal model en dit het 'n beter karakterisering van die treksterkte van asfalt mengsels tot gevolg gehad. Dit word voorgestel dat verdere eindige element navorsing gedoen word met gebruik van nie-lineêre materiaal modellering om die breekgedrag van 8CB monsters beter te kan karakteriseer. Dit word ook voorgestel dat die vermoeiings eienskappe van asfalt mengsels ondersoek word gebaseer op treksterketoetse met gebruik van die 8CB. PAVDAM is 'n rasionele benadering tot mengselontwerp, 'n paradigma skuif weg van empiriese metodes tot wetenskaplik fundamentele metodes. PAVDAM kan gebruik word om die ruimtelike samestelling van asfalt mengsels te definieer. Die invloed van veranderlikheid kan in ag geneem word en betroubaarheidsskattings van kandidaat mengsels is moontlik gedurende die volumetriese optimiseringsfase. Verder kan veranderings in die volumetriese eienskappe van mengsels ondersoek word. As sulks is PAVDAM 'n hulpmiddel vir die bestuur van mengselontwerp en kan net effektief wees wanneer dit gebruik word as deel van 'n stelsel wat die mengselveranderlikheid monitor en sistematies die onderliggende pakkings model verbeter.