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Faculty

ofCivil

Engineering

and

Geosciences

Collection of Masters theses

November 2012


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Masters ThesesNovember 2012

Civil Engineering and Geosciences

Stevinweg 1

PO Box 5048

NL 2600 GA Delft

The Netherlands

Telephone: +31 (0)15 2784023

E-mail: [email protected]


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2 |Masters Theses November 2012


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Table of Contents

Preface 7

What is the graduation book exactly? 9

Building Engineering

A search for structural appl ications of transparent plastics in the build ing industry 12

Student: M. de Graa

The future of BIM and the construction industry 13

Student: R. Legierse

Structural Engineering

Design and modelling of cooling water intake risers for deep ocean applications 16

Student: R. van Vliet

Shear Capacity of Reinforced Concrete Slabs under Line and Wheel Load Close to the Support 17

Student: P.H.A. van Hemert

The transition between one-way shear and punching shear 18

Student: J. Doorgeest

Experimental determination of bearing capacity of transversely prestressed concrete deck slabs 19

Student: M.W.J. Vugts

Three-dimensional numerical analysis of tunnelling induced settlements. 20

Student: J.M.J. Kappen

Characterisation, non-destructive detection and strength of compression failures in tropical hardwood 21

Student: H.P. KuischSoil-structure interaction modelling in performance-based seismic jetty design 22

Student: F. Besseling

Feasibility study for a standard viaduct 23

Student: A. Gangaram-Panday

Feasibility study on fiber reinforced polymer cylindrical truss bridges for heavy traffic 24

Student: M. Chlosta

Optimal Design of a module structure with sheeting 25

Student: J. Xu

Use of high strength steel grades for economical bridge design 26

Student: E. Gogou

Human error in structural engineering 27

Student: J. de Haan

Pile Penetration Simulation with Material Point Method 28

Student: L.J. Lim

Variant studie Spoorbrug in vvUHSB. 29

Student: K. ten Pas

Dimensioneren van bouwkuipen in 3D berekeningsmodellen 30

Student: S.V. Bhagirath

Finite element modelling of near field underwater noise generated by offshore pile driving 31

Student: G. Kaushik

Probability analysis of Life Cycle Cost of bridges with different preventive measures and repair methods 32

Student: Y. Pan

FEM modeling of fiber reinforced composites 33

Student: E. Jongejans

Cracking at the unheated side of a tunnel during the heating and cooling phase of a fire 34Student: S. van Aken


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Wind Induced Vibrations of frUHSC Bridge decks 35

Student: E. Bosman

Hydraulic Engineering

Feasibility Study of an artificial sandy beach at Batumi, Georgia 38

Student: C. Pepping

Influence of dredging on Columbia River Mouth morphology 39

Student: J. Stark

Static and dynamic loads on the first row of interlocking, single layer armour units 40

Student: M.A. van de Koppel

Modelling the anisotropy of turbulence with the SWASH model 41Student: T. Bogaard

Stability of open filter structures 42

Student: S.A.H. van de Sande

Water level analysis based on North Sea storms 43

Student: M.S. de Jong

Gate Design For Large, High Head Locks 44

Student: J. Doeksen

Innovative guidance structure 45

Student: P. Spruijt

Robust design in structural engineering 46

Student: C. Bus

Coal transport Kalimantan 47Student: B.C.Joppe

Parametrisch ontwerpmodel 48

Student: P. van den Noort

The future of the Oosterschelde with a new inlet channel 49

Student: R.A. de Bruijn

Development of a generic automated instrument for the calibration of morphodynamic Delft3D model applications 50

Student: R.W. Hasselaar

Stevin Outlet Sluices, wave impact under a beam 51

Student: G.M. Hoste

Numerical modelling of Colorado sandbar growth 52

Student: B.J. Nieuwboer

Golfrandvoorwaarden in havens 53

Student: S.P. Reijmerink

Sedimentation-velocity in jet induced flow 54

Student: W.J. Siteur

Determining vessel motions in a harbour due to waves 55

Student: P. van der Ven

Relative Density of a Sand Fill 56

Student: W.C.N. Vessies

Reliability of Quay Walls 57

Student: H.J.Wolters

Innovative design for lock gates 58

Student: S. Zel Taat

Upflow limestone contactor for soft and desalinated water 59

Student: P.B. DoTraffi c induced vibration in float ing thoroughfares 60

Student: E.J. Kaspers


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Sustainability as a Procurement Criterion for Port Investments 61

Student: E.F.M. Broesterhuizen

The influence of the wave height distribution on the stability of single layer concrete armour units 62

Student: S.A.A. Zwanenburg

Simulating Barrier Island Evolution 63

Student: J.P. den Bieman

RAMSSHEEP analysis: a tool for risk-driven maintenance 64

Student: W. Wagner

The morphological impact of the deepening of the deep foreshore on the Dutch coast 65

Student: T. van Walsem

Hydraulic Engineering COMEM DomainCalculation of Wave Forces using REEF3D 68

Student: A.M. Kamath

One-Dimensional Viscoelastic Simulation of Ice Behaviour in Relation to Dynamic Ice Action 69

Student: M. Yazarov

Geo-Engineering

Floating Piles 72

Student: J.G. Bol

WatermanagementPluvial flood damage modelling. 74

Student: L. Sterna

On the Topographic Classification of the Chemoga Watershed, Ethiopia 75

Student: F.B.M. Desta

Cold CANON: Anammox at low temperature 76

Student: C. Fei

Judgment under Uncertainty 77

Student: S. Malek Pour

Innovative Design of Gully Pot for Preventing Big particles Clogging Problem 78

Student: Q. Hao

Evaluation of hazard classification systems 79

Student: W. Novalia

Financial Sustainability of Rural Water Supplies in Western Kenya 80

Student: A. Adams

Water quality in bathing waters 81

Student: I. Blommers

Future Threats in drinking water winning from the Afgedamde Maas 82

Student: A.H. Knol

Transition experiments in Amsterdam; 83

Student: N.I. Lugt

Bonding and Bridging in Capacity Development Networks 84

Student: M.M. Pieron

Influence of wave climate schematisation on the simulated morphological development

of the Western Scheldt entrance 85Student: B.W.F. van Rijn

Evaluate two different PAC operations in combination with submerged ceramic MF membrane in

surface water treatment 86

Student: C. Yun


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Phosphorus removal by ceramic tight ultra-filtration (CTUF) membrane for RO pre-treatment 87

Student: Z. Zeng

Farmers Strategies Coping with Water Shortage; 88

Student: B. Zhang

Struvite Crystallization and Separation in Digested Sludge 89

Student: W.J. de Buck

Transport & Planning

Measuring the influence of congested bottlenecks on the route choice behavior of pedestrians

at Utrecht Centraal 92

Student: H.A.W. VoskampA Framework for the Modell ing and Ex-ante Evaluation of Coordinated Network Management 93

Student: X. Zhang

An Assessment Framework for the Speed Policy on Dutch Motorways 94

Student: J. Kuijvenhoven

Development of a prediction model for speed limit violations on tangent roadsections. 95

Student: M. Zamanov

Realised capacity estimation with use of

vertical queuing method 96

Student: M.J. Veenstra

Quality assessment of an urban traffic network 97

Student: T. Blanken

The Effect of Network Structure and Signal Settings on the Macroscopic Fundamental Diagram 98Student: D. de Jong

Construction Management Engineering 99

Combining Early Contractor Involvement and Availability-Based Contracting in Complex Infrastructure Projects 100

Student: A. Beekers

Assessing the Benefi ts of Construction Si te Data Management 101

Student: M.S. Moran

Applying the Supply-driven integrated design approach 102

Student: M.A. Moreno Sanchez

Last years Civil Engineering Theses 103Masters Theses June 2012 104

Masters Theses March 2012 106

Masters Theses October 2011 108

Masters Theses June 2011 110

Masters Theses February 2011 112

Research groups and professors within the faculty ofCivil Engineering and Geosciences 114


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Preface

Every four months we publish a collection of abstracts

of the theses produced by our recent Masters gradu-

ates. In this collection you will find the theses of

students who graduated in November 2012.

We train our students to be more than just communi-

cators of theoretical knowledge. We also teach them

to be critical, make thorough problem analyses and

take account of social contexts. We are convinced that

a combination of theoretical knowledge and practical

skills is needed to find effective solutions for social

problems.

The graduation project and associated thesis form

the culmination of our students degree programme.

In their graduation projects they examine a concrete

problem and are required to employ all the knowledge

they have gained during the previous years. By success-

fully completing this last step they have proven that

they deserve to carry the title of Master of Science and

that they are ready for the challenges of professional

practice.

In an age when the role and qualities of engineers aresubject to more and more critical scrutiny, our gradu-

ates are still being welcomed with open arms by the

labour market. They disperse to find jobs in various

industries and most of them are offered work almost

straight after their graduation. I see this as proof that

a demand exists for the knowledge and skills of our

graduates.

So it is with pride that I present you with this collection

of thesis abstracts. They demonstrate the high level

that our graduates have attained and the breadth of

the subject matter they have mastered. I would like to

thank all those colleagues who contributed to this work

with such energy and commitment.

I wish our graduates every success with their careers

and I trust that they will be just as enterprising in their

future roles as they were during their studies. I hope

that they continue to learn and create and keep testing

the boundaries of the civ il engineering industry.

Proessor B.M. Geerken

Dean o the Faculty o Civil Engineering and Geosciences


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What is the graduation

book exactly?

Masters Theses November contains summaries of the

theses produced by various students who obtained

a Master of Science degree at the Delft University of

Technology. The students in question graduated in Civil

Engineering.

The purpose of this publication is to inform profes-

sionals working in these fields about recent develop-

ments in teaching and research at the Faculty of Civil

Engineering and Geosciences. In many cases, the

subject of the Masters thesis is based on a request

from professionals working in the field in question. Inother cases, such individuals will collaborate in the real-

isation of a Masters thesis. Al ternatively, the thesis may

be part of a wider research project within the depart-

ment itself. The primary goal of the Master s thesis is

to round-off a students course of study at the TU, and

to enable them to graduate as a Master of Science. As

the regulations stand, this requires an investment of 22

to 26 weeks of study. The summary of every completed

thesis is published in Master s Theses June 2012,

whether they are merely average or truly outstanding.

The books layoutThe summaries of the various theses are published per

Masters programme and specialisation:

The Civil Engineering Masters programme has seven

specialisations:



Hydraulic Engineering

COMEM Domain

Geo-Engineering

Water Management

Transport & Planning

Construction Management and Engineering

All of the summaries have a similar layout. Email the

department in question if you require further details

about a specific thesis (the email address is given at the

end of each summary).

The section containing the new summaries is followed

by a comprehensive list of those produced last year. The

layout of these summaries reflects that of the previous

publications.

A Masters programme spans several different depart-

ments, each of which corresponds to a specialisation

within the programme in question. At the end of this

book is a comprehensive list of specialisations, which

includes the names of their respective professors.

The aim of the bookThe main purpose of publishing these Masters theses

is to ensure that the outside world is better informed

about the research that is carried out at the Faculty

of Civil Engineering and Geosciences. It is also hopedthat this book will enhance communication with

professionals working in this field, and help them to

become better informed about the capacities of current

graduates.

Further detailsContact the department in question if you require

further details about one or more of the published

summaries (the phone number is given at the end of

each summary). A small charge is sometimes levied to

cover the costs of printing and posting a thesis. It is not

always possible for us to send complete theses by post.It is possible to download the complete theses. The

theses can be downloaded from:

www.citg.tudelft.nl/GraduationSummaries

Department of Education & Student Affairs

015-27 81199 / 81765

Department of Marketing & Communication

015-27 84023

Further information:Delft University of Technology

Faculty of CEG, Department of Communications

PO Box 5048

2600 GA Delft

The Netherlands
https://webmail.tudelft.nl/owa/[email protected]/redir.aspx?C=YpbLpIkCS0C-3c5iwlNwT37FLOkPbs8IYBhsWl2b9yMPUjrTOsfVsTwmG-8sFCN6tLIE0BdUM0Q.&URL=http%3a%2f%2fwww.citg.tudelft.nl%2fGraduationSummarieshttps://webmail.tudelft.nl/owa/[email protected]/redir.aspx?C=YpbLpIkCS0C-3c5iwlNwT37FLOkPbs8IYBhsWl2b9yMPUjrTOsfVsTwmG-8sFCN6tLIE0BdUM0Q.&URL=http%3a%2f%2fwww.citg.tudelft.nl%2fGraduationSummaries


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1.

Civil Engineering theses



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12 |

1 Building Engineering

Masters Theses November 2012

A search for structural applications of

transparent plastics in the building industry

Transparent building appeals to imagination. The

availability of glass in all shapes and sizes is continu-

ously increasing; architects and engineers thankfully

make use of the given opportunities. But glass has also

some specific disadvantages, as its extreme brittle-

ness. Luckily more materials are available that offer the

desired transparency; transparent plastics might be a

promising addition to the world of transparent building.

Lack of information, their unusual characteristics and

scepticism about their suitability make that transparent

plastics are not yet an obvious choice for structural

building applications.

The transparent plastics that are considered most suit-

able for structural applications are Acrylic (PMMA) and

polycarbonate (PC). They possess very good mechanical

properties as strength and stiffness, compared to other

plastics. Thereby the creep and weathering resistance

of both materials is relatively high.

In this research the behaviour of these transparent

plastics is analysed and it is investigated whether and

how the materials can be used in building structures,

to further explore the dream of completely transparent

buildings.

Transparent plastics show some, for building materials,

unusual characteristics, as thermoplastic and visco-

elastic behaviour, special production techniques and a

very low ratio between Youngs modulus and strength.

This requires a different design approach.

A case study is performed to get more feeling for

the design with thermoplastics. To be able to use

the freedom of shape and to explore the limits of the

materials an observation tower is designed. An entirely

transparent tower, made completely from transparent

plastics.

The design demonstrates that it is technically

possible to design building structures in acrylic and

polycarbonate.

Transparent plastics offer some promising possibilit ies

for building design but still a lot will have to be inves-

tigated further before transparent plastic load bearing

structures can be realised.

For instance the improvement of detailing, the inves-tigation of fire safety, buckling behaviour and the

behaviour for a design life exceeding 20 years, which is

now the limit by a lack of data. This will be a trajectory

of years, but other materials have come that long road

before.

Once the plastics industry recognises the opportunities

of investing in this new product market the develop-

ment of suitable building products, standard details and

optimised material compositions will certainly progress

faster.

Transparent plastics will probably never become a

threatening substitute for standard glazing applications,

the behaviour and suitable applications are incom-

parable. But transparent plastics have the ability to

become a worthy colleague to glass in the future and to

further extend the possibilities of transparent building.

Student: M. de Graaff

Thesis Committee: Prof.ir. R. Nijsse, Dr.ir. F.A. Veer, Ir. H.R. Schipper, Ir. R.M.J. Doomen

For urther inormation, please contact the section o Building Engineering tel. 015 - 27 83990

Email:[email protected]
mailto:[email protected]:[email protected]


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13 |

1 Building Engineering

Masters Theses November 2012

Giving insight into the future potential of BIM and to

determine the next steps for developing BIM for the

future construction industry

BackgroundMany different parties are using BIM and apply it in all

kinds of ways. For each project the potential applica-

tions of BIM are being determined. But there is not

enough insight into which applications are useful in the

future, how to apply these in projects and what steps

need to be taken to develop BIM for the upcoming

years.

The aim of this research is to provide insight into how

to apply BIM now and in the future of the Construction

Industry with a vision, and to describe the steps that

need to be taken in a development plan which should

lead to better support of the construction processes and

a reduction of the costs of failure.

ResearchTo explain what BIM i s exactly first a definit ion is given

for BIM, BIMming and Virtual Construction. With the

use of a case study on the project A4 Delft Schiedamand a literature study the current applications of BIM

and the use of these applications have been deter-

mined. Hereafter a perspective is described for the

future Construction Industry with the use of inter-

views with practitioners and key stakeholders from the

Construction Industry. This perspective gives vision

and direction for the development of the construc-

tion industry and the use of BIM for a longer period

of time. It gives an answer to the question what to

develop and why. The current problems of the construc-

tion industry and the current use of BIM are taken into

account together with the major themes and the current

developments.

ResultsEventually a new system is introduced in which BIM

takes on a certain role and contains the information of

the construction process. With a development plan an

interpretation is given to the use and implementation of

the future perspective and the development of BIM into

the new system. This development plan is divided into

three phases with a number of steps. With an example

a concrete interpretation is given.

The future of BIM and the construction industry

Student: R. Legierse

Thesis Committee: Prof.dr.ir. H.A.J. de Ridder, Dr.ir. C.A. van Nederveen, Ir. R. Schipper, Ir. V.H.A. de Waal

For urther inormation, please contact the section o Building Engineering tel. 015 - 27 83990

Email:[email protected]
mailto:[email protected]:[email protected]


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Civil Engineering theses


2.


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2 Structural Engineering

Design and modelling of cooling water intake

risers for deep ocean applications

Shell is currently developing the first Floating Liquef ied

Natural Gas (FLNG) facility in the world. It will be

located 200 kilometres off Australias north-west coast

at the Prelude gas field with a water depth of approxi-

mately 250 m. It will be used to receive, process,

liquefy and store natural gas and load it onto LNG

carriers, so that the liquefied gas can be transported

directly to the market instead of going via the main-

land. Eight water intake risers (WIRs) of 150 m length

are bundled together and deliver around 50,000 m3/h

of cold seawater to help cool the gas. A certain mutual

distance between the risers is assured by so-calledspacers. A sketch of the WIR bundle is seen in the

Figure.

For the development of other Shell gas

fields, with larger water depths, there

is potential to use similar facilities.

Extension of the cooling water intake

risers to 300 m at the deeper locations

can increase the LNG production signifi-

cantly, since water from larger depths is

colder.

Sketch o the steel WIR bundle or

Prelude FLNG. Spacers keep the risers

in the bundle at a certain distance rom

each other (Kuiper & Ethymiou, 2011)

In practice there is little experience with applica-

tion of long free-hanging water intake risers. It is not

yet proven that the WIR design for the Prelude FLNG

facility can be increased in length without major design

modifications and applied at deeper fields. Analysis of

interacting risers in a bundle is not straightforward.

The objective of this MSc thesis is therefore to develop

feasible concepts for the water intake risers that can

be applied at deepwater FLNG facilities, select the best

concept and build a numerical model to predict the

behaviour of interacting risers that are closely spaced

together in a bundle.

Conceptual designs of 300 m long WIRs were developed

considering different materials: a steel riser, a steel

riser with a hinge somewhere along its length, a rubber

riser and a riser with a steel upper part and a rubber

lower part. These risers can be free hanging on the side

of the vessel or applied in one or more bundles. From

these concepts, a bundle of eight steel water intake

risers with an outer diameter of 42 surrounding a

structural riser is selected as the best concept for 300 m

long water intake risers.

A new numerica l model is successful ly buil t to predict

the behaviour of interacting risers that are closely

spaced together in a bundle. With this model it is

determined that a minimum of four spacers is required

along a riser bundle of 300 m length to assure a proper

distance between the risers and make sure that the

risers move with the same shape rather than individu-

ally. Also the optimum distribution of the spacers a long

the risers is found.

Student: R. van Vliet

Thesis Committee: Prof.dr. A.V. Metrikine, Ir. H. Hendrikse, Ir. N.F.B. Diepeveen, Dr. M.M. Efthymiou,

Dr.ir. G.L. Kuiper,I r. L.J.M. Houben

For urther inormation, please contact the section o Structural Engineering tel. 015-2784578

Email: [email protected]


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For more than a century, the shear capacity of beams,

deep beams and slabs has been under theoret ical and

experimental research. Through these investigations, no

accurate shear failure mechanism is developed for this

phenomenon. One of the explanations for this result is

that the behaviour of these members depends on more

than twenty parameters. Delft University of Technology

extends this research by investigation the behaviour of

concrete slabs under a load combination. The hypoth-

esis is that superposition of loads is possible on rein-

forced concrete slabs. To investigate the hypothesis,

experiments are done with a line load and a concen-trated load close to the support.

Based on the previous series of experiments, with

only a concentrated load close to the support, it is

found that the hypothesis of superposition is true. The

experimental results show a large margin of capacity

as compared to the values calculated according to the

national and international codes. Although the national

and international standards are based on lower-bound

theories, they are conservative. The shear capacity of

reinforced concrete slabs depends also on the effective

width, which is not included in most of the standards.

As a last step in th is research, the experimental results

are analysed with the use of TNO diana. The reinforced

concrete slabs are modelled as a three-dimensional

problem with non-linear finite elements. In this case the

finite element models are analysed with the modified

Newton-Raphson method. Typically, non-linear finite

element models, which are analysed with the Newton-

Raphson method, have convergence problems. In this

research the same convergence problem was discov-

ered, but also the load-displacement curve has no accu-

rate approximation in comparison with the experiment.

To investigate the convergence and behaviour of the

reinforced concrete slab, the most important param-

eters are varied. Although the spring stiffness and the

shear retention factor had a larger influence on the

behaviour, the convergence problem disappeared when

tension stiffening instead of tension softening was used.

Usually, the finite element models give an accurate

approximation in relation to the experiments. In this

case there is no clear failure mechanism visible, so the

shear behaviour of reinforced concrete slabs remains

under investigation.

Shear Capacity of Reinforced Concrete Slabs

under Line and Wheel Load Close to the Support

Student: P.H.A. van Hemert

Thesis Committee: Prof.dr.ir. J.C. Walraven, Dr.ir. C. van der Veen, Dr.ir. M.A.N. Hendriks, Ir. E.O.L. Lantsoght,

Ir. L.J.M. Houben




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The transition between one-way shear and

punching shear

IntroductionIn the past century many research has been done on

the problem of shear failure. Recently the behavior

of one-way spanning concrete slabs subjected to a

concentrated load close to the support was investigated

at Delft University o f Technology. Experimental data has

been analyzed to monitor the transition from one-way

shear to punching shear.

Problem denitionDuring the experiments the following questions arose:

Will in such a situation one-way shear failure orpunching shear failure occur and is it possible to predict

this? Do the various building codes (NEN6720, Eurocode

2, ACI 318, Model Code 2010) provide safe results for

these situations?

ResearchAs the distance from the concentrated load to the

support increases, the failure mechanism of the slab

will change from one-way shear to punching shear. In

the thesis it is investigated how the width of the slab

and the shear span influence the failure mechanism.

The investigation is done by using experimental datafrom tests and analyzing the failure mechanisms. A fine

element model has been made to model two tests. One

test failed in one-way shear and the other test failed

in punching shear. After the two boundary situations

were successfully simulated with the model, it was

possible to investigate the transition between the two

failure mechanisms. By varying the shear span and

the element width the investigation was done. Various

important building codes on shear are also applied to

the tested slabs.

ResultsThe investigation resulted in a graph consisting of three

different areas representing three separate cases of

shear failure, each with their own range of element

width and shear span. Applying the various building

codes on the tested slabs also resul ted in some impor-

tant findings.

Conclusions and recommendationsInvestigating the experiments, building codes and

finite element models resulted in some interesting

conclusions:

It is possible to predict the occurring shear failure

mechanism by using the finite element model or byusing the graph.

To provide a more thorough classification model,

more parameters that influence the failure load and

failure mechanism have to be investigated.

The shear retention factor, used in the finite element

model, was fitted by using the experimental data.

It is recommended to find an average value for the

shear retention factor that can be used in more

general cases. In this way it would a lso be possible

to predict the failure load more accurate.

If the principle of effective width is to be applied in

the building codes the value needs to be limited. As

the shear span increases, the effective width and

therefore the shear capacity increases. Experimental

data contradicts this behavior.

Student: J. Doorgeest

Thesis Committee: Prof.dr.ir. J.C. Walraven, Dr.ir. M.A.N. Hendr iks, Dr.ir. C. van der Veen, Ir. E.O.L. Lantsoght,

Ir. L.J.M. Houben




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In the Netherlands traffic has grown rapidly over

the years. The codes which were used to design the

structures did not take into account the high values of

todays traffic. Therefore Rijkswaterstaat started doing

research on all structures built before 1975.

One of the investigated structures is the Van

Brienenoord bridge. The bridge deck consists of

prestressed girders with a transversely prestressed

concrete slab between them. During the review of the

old structures it was found that according to the current

codes the Van Brienenoord bridge does not meet the

requirements for structural safety. Although the bridgeis loaded beyond its calculated capaci ty, it still is in a

good condition. Explanation for this is the occurring

phenomenon of compressive membrane action.

Some countries have incorporated compressive

membrane action into their codes for the design of

structures by an empirical method. However, these

codes do not take into account the presence of trans-

verse prestressing in the slabs. The issue with the

Van Brienenoord bridge is the relative s lenderness of

the concrete slab, the span to depth ratio is high. The

foreign design codes set a limit on the slenderness ofa slab in order to make use of the code. Because this

requirement is not met, the codes assume that the

occurring amount of compressive membrane action

is too little to take into account as beneficial for the

bearing capacity. However, the bearing capacity is

increased by the presence of transverse prestressing.

So the exact bearing capacity of the slender trans-

versely prestressed slab remains unknown.

This project includes a design of scale model which

represents the properties of the Van Brienenoord

bridge, where the effect of the transverse prestressing

on the amount of compressive membrane action can

be investigated. Also the bearing capacity of the slabs

is predicted via analytical methods and finite element

analysis.

Two analytical methods are used to calculate the

bearing capacity of the slabs. Although these methods

have not been validated with a lot of tests, the results

are promising. Especially in comparison with Eurocode

2, the methods give results which are 7 to 9 times

higher.

During the finite element analysis it is demonstrated

that the transverse prestressing level influences the

bearing capacity of the slabs. The occurrence of a

compression arch is clearly visible when the strains

are examined. Also the behaviour of the slabs changes

when the level is adapted. The first moment of crackingdelays when the prestressing level increases.

A very important parameter of the experiment is the

skewness of the interface. When the forces of the skew

interface are decomposed, an extra vertical force loads

the slabs. The extra loading results in a lower capacity

of the interface. The investigation of this parameter via

finite element analysis demonstrates that the capacity

of the skew interface is considerably lower than the

capacity of a straight interface.

When the failure loads during the experiment reach

the values of the prediction in this thesis, the VanBrienenoord bridge will meet the requirements of struc-

tural safety. This is demonstrated by scaling back to

the dimensions of the bridge. Add to this the increased

concrete quality due to ongoing hydration and then the

capacity increases even more. That would mean that

strengthening the bridge is not necessary yet.

Experimental determination of bearing capacity

of transversely prestressed concrete deck slabs

Student: M.W.J. Vugts

Thesis Committee: Prof.dr.ir. J.C. Walraven, Dr.ir. C. van der Veen, Ir. S. Amir, Dr.ir. M.A.N. Hendriks,

Dr.ir. A. de Boer, Ir. L.J.M. Houben




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Three-dimensional numerical analysis of

tunnelling induced settlements.

The inuence of masonry building geometry and location

Recent tunnelling projects have received a great

amount of media attention due to settlement induced

damage. Due to the simplified approach of existing

risk assessment methods, a new assessment system

is under development, which can account for three-

dimensional structural aspects of buildings. The aim of

this study is to investigate the influence of the position

and geometry of masonry buildings on the development

of damage, while undergoing tunnelling induced settle-

ments. In line with previous research, three-dimen-

sional finite element analyses are used as a tool to

perform a parametric study. The results of this researchare twofold. There are the results of a numerical

robustness study and the parametric study i tself, which

express building characteristics in a certain vulnerability

to tunnelling induced settlements.

The results of the first section indicate that at least 20

load steps are required to obtain a numerically stable

model with the default force convergence norm. Similar

results can be obtained with a norm 1000 times stricter

combined with 10 load steps.

The parametric study consists of an evaluation of the

parameters position, aspect-ratio, grouping and orien-tation. The position parameter is divided into three

characteristics: the sagging zone, a combined settle-

ment profile and the hogging zone. The aspect-ratio

parameter is also divided into three characteristics:

shallow buildings, square buildings and deep buildings.

The grouping effect parameter also distinguishes three

characteristics: small and

large isolated buildings

and grouped buildings.

The orientation parameter

includes seven different

increasing angles of the

building main axis with

respect to the tunnelling

axis. The maximum meas-

ured crack width in the

buildings gives input for a

classification of damage,

according to the system of Burland et al. (1977).

An average trend in the damage classification indicates

the sensitivity to tunnelling induced settlements of the

parameters. Both during and after tunnelling, a position

of the building in the combined settlement profile is the

most sensitive to differential settlements. Buildings far

away from the tunnelling axis generally obtain no more

than slight damage. Structures with a low aspect-ratio

seem on average to obtain equal amounts of damage

as buildings with an aspect-ratio of 1. Structures with

a higher aspect-ratio are less affected, both during and

after tunnelling.Grouping of the buildings seems to be an influential

parameter. Small isolated buildings obtain far less

damage than large or grouped buildings. In relation to

the numerical analyses, the empirical Limiting Tensile

Strain Method (LTSM) seems to overestimate the

damage for an isolated small building, but underesti-

mate the damage in large or grouped buildings.

For buildings in the sagging zone, a building with a low

angle is the least sensitive to differential settlement,

while the maximum measured crack width increases by

increasing the angle. The difference in maximum crack

width can grow to a factor 3. A building in the combinedsettlement profile or in the hogging zone displays

opposite behaviour. Cases with low orientation angles

are the most susceptible to damage, while increasing

the angle to 90 degrees lowers the maximum measured

crack width. The difference in results can grow up to a

factor 2-3.

Student: J.M.J. Kappen

Thesis Committee: Prof.dr.ir. J.G. Rots, Dr.ir. M.A.N. Hendriks, Ir. G. Giard ina, Ir. S. Pasterkamp, Ir. L.J.M. Houben




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Timber intended for structural applications must be free

of compression failures (CFs). CFs are defects in the

wood structure, which can affect more than half of the

stems cross section. It is important to detect CFs when

timber is strength graded and assigned to a strength

class. Certain national standards for timber grading do

not allow the presence o f CFs because CFs reduce the

timber strength. Timber with CFs often shows brittle

failure when loaded in bending and fails without any

prior warnings.

On rough sawn sur faces of tropical hardwood timber,

CFs sometimes are very difficult if not impossible todetect with the naked eye. Non-destructive detec-

tion methods capable of detecting CFs do not exist yet

on industrial level. A reliable detection method and

methodology, for both less visible and non-visible CFs,

is needed in order to fulfil the requirements of visual

strength grading rules and to establish a relationship

between the presence and characteristics of CFs and

the corresponding bending strength of t imber.

Therefore, the main question of this master thesis was:

How can the bending strength be predicted o sawn

tropical hardwood containing visually detectable

CFs?

In order to answer this question, first CFs were char-

acterised and non-destructive detection methods were

investigated on four hardwood species. Secondly,

4-point bending tests were carried out on samples with

and without CFs to determine the reducing effect of

CFs on bending strength (MoR). The MoR of samples

containing CFs can be predicted using several non-

destructive manners:

1. By pre-selecting timber which has a very low dynamic

modulus of elasticity (Edyn).

2. By visual inspection on planed surfaces using CFs

which are carefully inspected and measured. TheseCFs sizes were used in a multiple linear regression

model. With this model a reliable indication of MoR

for samples with and without CFs can be obtained.

3. By scanning timber using computed tomography

based on X-rays (3D CT-scanning) or by using ultra-

sound transmission (C-scanning).

Characterisation, non-destructive detection

and strength of compression failures in tropical

hardwood

Student: H.P. Kuisch

Thesis Committee: Prof.dr.ir. J.W.G. van de Kuilen, Drs. W.F. Gard, Ir. G.J.P. Ravenshorst, Ing.W. Verwaal,

Ir. E.P.J. Beckers, Ir. L.J.M. Houben




24/120



Soil-structure interaction modelling in

performance-based seismic jetty design

The importance of soil structure interaction in seismic

design of structures is recognized by the modern

seismic design community that is very much moving

towards performance based design principles.

Particularly for structures with deep foundations in soft

soil conditions, soil-structure interaction is recognized

to be an important factor that has to be considered

in design. Jetty structures obviously are such struc-

tures. On the contrary, seismic design standards do

hardly provide any straight forward tools for engineers

to account for soil-structure interaction in design. It

is clear that a problem exists, which has initiated thisstudy.

In the first phase of the study a literature review is

conducted, where important developments relating to

performance based seismic jetty design and soil-struc-

ture interaction are collected. Based on this literature

review three suitable design approaches are found for

jetty structure design, being simplif ied dynamic analysis

(pushover + response spectrum), uncoupled dynamic

analysis and coupled dynamic analysis.

Then the second phase of the study is geared towards

static pile-soil interaction and pushover analysis ofsingle piles and jetty structures by modelling the soil

as a conventional Winkler foundation or by performing

more advanced hardening soil finite element analysis.

Proper selection of clay parameters for the hardening

soil model hereby is a critical step in order to be able to

verify p-y expressions. After calibration of Winkler foun-

dations for single piles, related issues like pile group

effects are studied by means of finite element pushover

analysis and subsequently p-multipliers for these effects

can be defined for dynamic jetty analysis.

Subsequently the focus is shifted towards free field

dynamic analysis of soil deposit for vertically propa-

gating shear waves, because of its importance for

seismic analysis of deep foundations. Both linear and

nonlinear finite element modelling are performed

and compared to equivalent linear frequency domain

analysis solutions for layered soils. The conclusions

drawn from this phase are important input for the jetty

dynamic analysis.

Then the seismic jetty response was calculated along

the different methods. First by means of simplifieddynamic analysis and then by both uncoupled and

coupled dynamic analysis. Based on the results recom-

mendations are proposed regarding the importance of

soil-structure interaction for future jetty projects and

how it should be accounted for, where both methods

performance as well practical issues are taken into

consideration.

Student: F. Besseling

Thesis Committee: Prof.ir. A.C.W.M. Vrouwenvelder, Prof.dr. A.V. Metr ikine, Dr.ir. R.B.J. Brinkgreve,

Ir. H.J. Lengkeek, Ir. L.J.M. Houben




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Student: A. Gangaram-Panday

Thesis Committee: Prof.ir. A.Q.C. van der Horst, Dr.ir. C. van der Veen, Dr. M.H. Kolstein, Ing. C. J. vander Zwaard,

Ir. L.J.M. Houben



Research and resultIn the Netherlands two types of viaducts are used:

viaducts with prefabricated beams in the deck and

viaducts with a cast in situ deck. With a multicriteria

analysis it is concluded that prefabrication is the best

method to build the deck. Within the collection of

prefabricated beams the study showed that the solid

deck beam can be used till spans of 16 m and after that

the box girders until 60 m. With the box girders the

deck can be erected fast. The Nosing joint is the best

expansion which can be used and lasts for 40 years. In

the abutment it is always possible to use 2 pile rows forthe foundation. In this way it is possible to make a good

estimation of the deck length. In the future the possi-

bility will be checked to get benefits from this standard

abutment. Prefabrication or a special formwork can be

some options.

For the design phase a flow chart i s made to make the

right choice for viaducts with two spans by using the

different standardized elements. With the flow chart it

is possible to quickly make choices for the deck, expan-

sion joints and the foundations. The piers and the edge

of the deck have not been standardized. In this wayevery viaduct can have another (esthetic) look, while

the basis is uniform.

Conclusions and recommendationsIt is possible to limit the time of the design phase by

using a standard viaduct. By summarizing the design

phase in a flow chart, it is possible to make the first

choices quickly and after that make some design

calculations.

It is recommended to use the flow chart for practical

projects to determine if it is an effective tool. If needed,

the flow chart should be optimized.

IntroductionIn the past clients decided the design of viaducts.

Nowadays the contractors get a lot more responsi-

bility. They must design and execute the viaducts and,

depending on the contract, also finance and maintain

the viaduct for a certain period in the service stage.

Both the client and contractor want to finalize a project

quickly. The design of traffic viaducts with two spans is

the main focus of the thesis. The research was done at

BAM Infraconsult in Gouda, The Netherlands.

Problem denitionAll viaducts have the same goal: cross another road

by a bridge type structure. Still the viaducts have

another shape and are buildup of different elements.

If the viaducts have the same function, the question

is whether it is possible to use a standard viaduct and

with this optimize the design phase of these structures.

With this as the main goal the search for this optimiza-

tion was started.

Feasibility study for a standard viaduct


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Student: M. Chlosta

Thesis Committee: Prof.ir. F.S.K. Bijlaard, Dr. M.H. Kolstein, A.De Boer, Dr.ir. M.A.N. Hendriks,



resistance and thereby providing a fire resistance class

of R30 for hydrocarbon fire curve loading. The initial

shape of the bridge was optimized in three stages: first

several different truss topologies, which were derived

with a parametric geometric model, were analyzed and

compared using finite element analysis software, yielding

the square truss with one diagonal as most efficient

topology. In the next steps several grid sizes of this

truss as well as several cross section dimensions were

compared, again using finite element analysis software.

An optimum was found between minimum mater ial usage

and minimum deflection, which reduced the materialusage of the main load bearing elliptical truss by about

40% compared to the initial variant. The optimized

structure was then fitted with the inner bridge deck

supporting trusses as well as the cantilever trusses. The

elliptical truss bridge performed very well considering the

maximum deflections and stresses under Eurocode design

loads and load combinations that were derived in finite

element modeling software. When comparing the full-FRP

bridge design with similar, existing steel structures, the

maximum deformations and stresses were considerably

lower for the full-FRP bridge while only weighing about

60% of the steel structure.This research showed that the new cylindrical truss

bridge type is not only an aesthetically appealing struc-

ture but also performs structurally very well when

combined with fiber reinforced polymer as structural

material. It turned out that fiber reinforced polymers can

be used as stand-alone structural material for medium

span heavy traffic bridges. Next to that, this research

clarified that there is no legitimate structural reason for

the fact that fiber reinforced polymers are used relatively

scarcely in the civil engineering- and bridge engineering

industry compared to traditional building materials such

as steel and concrete. Since this research is one of the

first researches of its kind, using FRP as stand-alone

structural material for a relatively new and complex

bridge type, more research is needed in the field of high

order connections for fiber reinforced polymer circular

hollow sections. Next to that the possibility of the use of

differently sized and shaped cross sections for the truss

members should be investigated.

Considering the recent increase in the use of fiber

reinforced polymers in the civil engineering industry

in general and in the bridge engineering industry in

particular, as well as the recently more and more applied

cylindrical truss bridge type, this research focuses on the

question whether it is possible to combine fiber rein-

forced polymers as stand-alone structural material and

this bridge type to construct a bridge suitable for heavy

traffic as well as bicycle and pedestrian traffic.

This research combines an extensive literature study on

the use of fiber reinforced polymers for bridge engi-

neering with a theoretical feasibility- and design-studyon fiber reinforced polymer cylindrical truss bridges for

heavy traffic.

During the design study the spatial needs of all bridge

users were defined to obtain an initial shape of the

bridge. This shape was then optimized in several steps

using finite-element-modeling and -analysis, yielding a

final shape of the bridge. The behavior of this structure

under design loads was then extensively investigated,

again using finite element analysis, showing that the

bridge could very well meet the self-derived deflection

limit for fiber reinforced polymers at relatively low stresslevels. Since fiber reinforced materials are a very diverse

field of material, with hundreds of different composi-

tions being available, the first result of this study was

the choice of a suitable composite for further analysis.

For this bridge design very high fiber content (>60%)

carbon/epoxy composite was used. The main reason for

this choice was the high modulus and -strength of the

carbon fibers and the high durability and strength of the

epoxy resin. A major reason of the slow implementation

of fiber reinforced polymers in the bridge engineering

industry are the worries concerning the lack of fire safety

of the material. The literature study of this research

showed however that it is possible to construct a heavy

traffic full-FRP truss bridge, while complying with the

known fire safety standards.

The virgin FRP material can be adapted by several

fire-protection measures; it turned out that a combina-

tion of intumescent gel-coating and low volume phos-

phorous filler systems works best in increasing the fire

Feasibility study on ber reinforced polymer

cylindrical truss bridges for heavy trafc


27/120



Student: J. Xu

Thesis Committee: Prof.ir. F.S.K. Bijlaard, Prof.ir. C.A. Willemse, Dr.ir. M.A.N. Hendriks, Ir. R. Abspoel,

Ing. G. Langerak, Ir. L.J.M. Houben



Then three plate topologies were investigated in the

thesis work, individually stiffened flat panel, corru-

gated plate, and composite sandwich panel. They were

modeled in STAAD PRO with adjacent frames. The

critical load was applied on the local plate model to

check the capacity. The local plates were adjusted a

lot of times to obtain satisfactory results. Every plate

topology is comparable with each other under the same

structural performance.

After determining the final configurat ion of the three

plates, the total investment costs of the structure were

esimated. The sandwich panel can reduce most weight(13%) and the corrugated plates can save most money

(15%).

The general information in the thesis provides guidance

to the enclosed module design in practice using the

stressed skin design. Detailed design aspects are simply

mentioned and further in-depth research is needed for

practical use.

The master thesis work was carried out at Delft

University of Technology with a contract with Chicago

Bridge and Iron B.V. (CB&I). The project is focused on

an optimal design of a steel structure with sheeting. A

comparative analysis is made among different alter-

native sheeting types. The structural behavior of the

sheeting is investigated first. Based on the total invest-

ment cost analysis, a recommendation for the optimal

design is given.

A li terature review has been undertaken fi rstly

regarding the current module structure design.

Specific design criteria of the module used by CB&Iare described. Possible sheeting configurations are

proposed and investigated in detail. The stressed skin

design concept is introduced in the frame structure

design. A comparison is made between the conven-

tional design and the stressed skin design concept.

Furthermore, a total investment cost analysis is carried

out which is the chosen criteria for the final structure

type.

A substation module was taken as a study case. A

conventional beam and column module was built in

STAAD PRO. The optimized plate model was built up

using the stressed skin concept. The global models areoptimized by dozens of attempts and the final configu-

rations meet all the design criteria. By investigating the

global model, the critical load case on the structure was

found.

Optimal Design of a module structure

with sheeting


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Student: E. Gogou

Thesis Committee: Prof.ir. F.S.K Bijlaard, Dr. M.H. Kolstein, Dr.ir. P.C.J. Hoogenboom, Ir. W.P.J. Langedijk,

Ir. L.J.M. Houben



for design of connections and further optimization.

Finally, hybrid (S690 and S355) and homogeneous

(only S355) truss bridge design alternatives both

with (RHS) and circular hollow sections (CHS) have

been developed and compared on a (total) costs

basis.

Final hybrid truss design alternatives or the

Schellingwouderbrug

Results Hybrid designs show significant steel weight reduc-

tion (even 65% for hybrid truss bridge design withRHS members) in comparison to their equivalents all

in S355 designs.

For the truss bridge with RHS the fatigue behavior of

the joints has been proven insufficient. Thus alterna-

tive design with gusset plates has been proposed.

The arch bridge design is governed by fatigue

stresses mainly due to high bending moments in the

main girders, thus application of HSS S690 would not

lead in an economical design.

Conclusions/reccomendationsThe results from literature and trial bridge designs

for a long span bridge clearly indicate that despite

the currently high price of HSS the steel weight and

construction costs can be reduced with the increase of

steel strength. Fatigue and stability may influence the

choice of the bridge type and design of connections.

Fatigue behavior of HSS connections requires further

research.

IntroductionIn Europe S355 is mainly the steel grade used for

bridge design. Moreover, higher steel grades (e.g. S690)

exhibiting improved material properties (e.g. higher

strength, improved toughness, excellent forming and

welding properties) are also available for more than

three decades already but their use is quite limited. This

study has been done in cooperation with Iv-Infra with

the scope to investigate the use of higher steels grades

(mainly S690) in steel bridges.

Problem denitionIn contrast to US and Japan, in Europe the market

demand for high strength steels (HSS) is restricted

mainly due to lack of design codes and long term

experience, which results in an extremely high price for

these steel grades in comparison to mild steels (e.g.

in the Netherlands S460 and S690 are 40% and 75%,

respectively, more expensive than S355). In addition,

HSS offers significant cost benefits due to reduced cross

sectional dimensions and steel weight mainly when

strength is the governing design cri terion. However, in

case of bridges other factors may govern namely fatigue

and/or stability. Therefore, it is customary to considerthat in these cases HSS can offer no (cost) benefits for

bridges.

ResearchThe aim of this thesis project is to present potential

advantages that high strength steels (HSS) have to

offer in case of bridges but also possible disadvantages

and ways of improvement. In order to achieve that the

research has been divided in two main parts:

1. Initial ly a literature survey has been performed

with respect to high strength steel material focused

mainly on steel grades up to S700 in Q&T quality.

Later on several preliminary bridge designs (i.e.

global calculations for a box girder, a truss girder

and an arch bridge with respect to strength, fatigue,

stability and HSS S690) for a single span (L= 105

m) bridge in the Netherlands (Schellingwouderbrug)

have been developed.

2. Based on results from part 1, a truss bridge design

with rectangular hollow sections (RHS) was chosen

Use of high strength steel grades for economical

bridge design


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Student: J. de Haan

Thesis Committee: Prof.ir. A.C.W.M. Vrouwenvelder, Dr.ir. P.C.J. Hoogenboom, Ir. K.C. Terwel , Ir. A. Rolvink,

Ir. L.J.M. Houben



method. The extended method is labour intensive and

requires quite some knowledge concerning human

factors. The simplified method requires considerate less

efforts and knowledge, however this method is only

applicable for standard design tasks.

The third step is to combine the individual task prob-

ability distributions to obtain an overall probability

distribution of the element strength due to errors in the

process (Design Simulation). For this, a Monte Carlo

simulation procedure is proposed. Within this simulation

process, each design task is modelled with an algorithmwhich models the design task a t hand and the occur-

rence of failure. Furthermore design control is modelled

as well in order to investigate the proposed scenarios.

The last step in the model is to determine the proba-

bility of failure of the engineered structure (Probabilistic

Analys is). For thi s a probabi listic analysis method based

on plastic limit state analysis is proposed. The overall

probability distributions found in step three, combined

with probabilistic loading conditions are used to deter-

mine the structural failure probabili ty.

From the case study it can be concluded that the

statically determined beam element is slightly more

susceptible to structural failure. Within both structural

types (statically determined and undetermined beam

elements), the influence of design experience on the

structural failure is limited, while the effect of normal

supervision is somewhat higher. It should be noted

that these results are based on a simple case study,

selecting a more complicated case study will probably

lead to somewhat other results. Nevertheless, it can

be concluded that the proposed HRA model has the

potential to quantify the effect of human error within

carefully defined boundary conditions. However further

research is required to increase the accuracy of the

model and its practical use.

In the recent past a number of buildings collapsed in

the Netherlands under apparent normal circumstances.

The causes of these failures are predominantly human

error within the design or construction of the building.

Examples of this are the collapse of five balconies of

an apartment building in Maastricht in 2003, and the

partial collapse of a roof structure under construction

of a football stadium in Enschede in 2012.Based on

these developments it is of importance to investigate

the current building practice concerning the occurrence

of human error. The objective of this research i s to

investigate the effect of human error within the designprocess on the reliability of building structures. Based

on this, the following research question is defined:

What are the consequences of human error within the

design process on the structural reliability of a typical

building structure?

The research question is answered by proposing a

Human Reliability Assessment (HRA) method and subse-

quently analyse the effect of selected human actions

within the design process. The HRA model is developed

for specific use within engineering tasks and encom-

passes four basic steps: Qualitative Analysis, HumanError Quantification, Design Simulation and Probabilistic

Analys is.

The first step in the HRA model is to define the process

of interest and its boundaries (Qualitative Analysis).

The selected process is a structural design process o f a

beam element within a common office building. Within

the analysis two beam types are considered: a stati-

cally determined beam element and a statically unde-

termined beam element. Furthermore two scenarios for

specific analysis are selected: the level of professional

knowledge and the level of design control.

The second step within the HRA method is to quantify

the probability of failure within an individual design

task (Human Error Quantification). This probability

of failure is represented by a probability distribu-

tion function expressed by two parameters: a Human

Error Probability (HEP) and an Error Magnitude (EM).

The procedure for determining HEPs consists of two

methods: a basic HEP method and an extended HEP

Human error in structural engineering

The design of a human reliability assessment method for structural

engineering


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Student: L.J. Lim

Thesis Committee: Prof.dr.ir L.J. Sluys, Dr.ir. R.B.J. Brinkgreve, Dr. P.J. Vardon, Dr.ir. A. Andreykiv,

Ir. L.J.M. Houben



Because an MPM analysis is computationally more

expensive than FEM, a mesh-relaxation technique has

been proposed to couple the MPM and FEM analyses.

Contact algorithms between the pile and the soil are

carried out by using inherent no-slip contact in MPM

and a level-set-based sliding contact algorithm.

Finally, the implementation is used to simulate the

pile penetration process in two dimensional and three

dimensional models.

Pile penetration o a 3D Model

The pile penetration process involves extreme defor-

mation of soil around the penetration region, causing

a mesh distortion problem if the conventional finite

element method (FEM) is used. The material point

method (MPM) meanwhile has been successfully used

in analysing some engineering problems involving

large deformation without the issue of mesh distortion.

However, MPM generates numerical noise in the calcula-

tion of stresses when material points cross element

boundaries due to the discontinuity of the gradient of

the shape functions.

To solve this noise issue, the Dual Domain MaterialPoint (DDMP) is used. DDMP introduces a modi-

fied gradient of the shape function by combining the

continuous gradient of the shape functions and the

conventional ones. In this study, the application of

DDMP is further extended within an implicit scheme by

formulating the consistent tangent system. In addition,

the weight function of DDMP is modified to improve its

performance in the Newton procedure.

Pile Penetration Simulation with

Material Point Method


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Student: K. ten Pas

Thesis Committee: Prof.dr.ir. J.C. Walraven, Dr.ir. C. van der Veen, Dr.ir. M.A.N. Hendriks, Ing. J. Blitterswijk.



of andere versterkende effecten op de verplaatsing,

als gevolg van herhaaldelijke belasting. Dit bevestigt

de bepaling in de NEN-EN 1991-2 waarin de gevoelig-

heid voor dynamische effecten wordt gekoppeld aan de

initile verplaatsing als gevolg van het eigen gewicht.

Beide toetsingen geven dus aan dat het risico van

de dynamische effecten niet van toepassing is bij de

ontwerpsnelheid van vmax=160 km/h.

Bij herhaaldelijke belastingen op een constructie zal

er direct moeten worden gedacht aan de effecten van

vermoeiing. Hoewel dit tot op heden over het algemeengeen bepalende factor was, dient er bij het steeds

slanker en lichter worden van de constructie steeds

meer rekening te worden gehouden met de vermoeiing

van het materiaal in de constructie. In deze thesis is

het ontwerp dat voort is gekomen uit de optimalisaties,

getoetst op de vermoeiingscapaciteit.

Hierbij komt naar voren dat de benadering zoals

opgesteld in de NEN-EN 1992-2 niet aanslui t bij de

toepassing van vvUHSB in de praktijk. Als gevolg van

een conservatieve benadering van de vermoeiingsterkte

zal de constructie niet voldoen aan de eisen. De lagevermoeiingssterkte is het gevolg van de beperkingen

van de NEN-EN 1992-2. Deze is opgesteld voor de

toepassing van betonmengsels met een lagere capac-

iteit, en andere eigenschappen.

Echter door experimentele onderzoeken te koppelen

aan de bestaande normen is het mogelijk om een

bevredigend resultaat te behalen. Door middel van de

Hannover-benadering is de vermoeiingssterkte van

vvUHSB te bepalen, waardoor de vermoeiingstoets

gunstiger uitkomt.

In deze thesis wordt onderzocht in hoeverre de

toepassing van vvUHSB voordelen heeft ten opzicht van

de traditionele materialen en op welke wijze vvUHSB

kan worden toegepast in combinatie met de huidige

geldende NEN-EN normen. Deze thesis is opgedeeld in

een tweetal delen, waarbij in het theoretische kader

een opzet wordt gemaakt welke facetten belangrijk

kunnen zijn voor het ontwerpen in vvUHSB. Hierin

wordt met name de krachtswerking, loadmodellen,

materiaal-eigenschappen en andere aandachtspunten

toegelicht. Naast de optimalisaties die binnen de

bestaande NEN-EN normen vallen, wordt er in de thesiseen variant op partile voorspanning toegelicht.

Hierbij wordt de eigen treksterkte van het materiaal

verwerkt in de ontwerpberekeningen. Hierdoor is er te

besparen op de benodigde hoeveelheid voorspanning.

Daarnaast wordt de constructie dynamisch doorger-

ekend d.m.v. een numeriek benadering. Hierin worden

de doorsnede eigenschappen van het geoptimaliseerde

ontwerp, verwerkt in een model dat gekoppeld is aan

de real trains zoals omschreven in de NEN-EN 1991-2.

Deze numerieke toetsing resulteerde niet in resonantie

Variant studie Spoorbrug in vvUHSB.


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Student: S.V. Bhagirath

Thesis Committee: Prof.ir. A.F. van Tol, Ing. H.J. Everts, Dr.ir K.J. Bakker, Dr.ir. R.B.J. Brinkgreve, Ir. J.F. Joosse,

Ir. L.J.M. Houben



In dit afstudeerproject is ook onderzocht of de plas-

tische reserve in het stempelraam, indien daar sprake

van kan zijn, het fenomeen stempeluitval kan weer-

staan. Bij een plastische berekening van het stempel-

raam (1e orde plastische berekening) zijn de sterkte- en

stabiliteitstoetsen van de gording weliswaar her en

der iets gunstiger vanwege de eventuele plastische

reserve, maar deze reserve is niet altijd voldoende om

stempeluitval te kunnen weerstaan. Naast de stempe-

luitval analyse is de ontwerpfilosofie voor bouwkuipen

en stempelramen volgens CUR 166 vergeleken met de

in veelal internationale literatuur voorkomende Engelseontwerprichtlijn CIRIA publicatie C580 en C517 met de

focus op de berekeningsfilosofie bij stempeluitval.

Hoewel de onzekerheden conform beide ontwerprichtli-

jnen volgens hetzelfde principe in rekening gebracht

worden, verschilt de mate van pessimistisch zijn in de

leidende parameters enigszins. De Engelse norm CIRIA

gaat strenger om bij het bepalen van de karakteristieke

waarden van de grondparameters bij stempeluitval dan

CUR 166. In CUR 166 zijn verder geen eisen opgenomen

voor de toelaatbare maaiveldzakkingen bij stempelu-

itval. De maximale maaiveldzakking bij stempeluitvalin het bovenste stempelraam heeft een patroon dat

overeenkomt met het spandrel type, waarbij de veldz-

akking maximaal is ter plaatse van de damwand. Deze

zakking kan oplopen tot 1,5 3,0 maal de berekende

maaiveldzakking bij de normale situatie.

In dit afstudeerproject is op basis van een parameter-

studie in 3D-berekeningsmodellen nagegaan of het

stempelraam krachten technisch voldoende weerstand

kan bieden aan het voorval stempeluitval. De analyse

van stempeluitval is uitgevoerd met als grondslag de

praktijkrichtlijnen van CUR 166 m.b.t. de geotechnische

analyse en staalnorm Eurocode 3 m.b.t. de construc-

tieve analyse. Het stempelraam is in de parameterstudie

geanalyseerd bij voorval stempeluitval door uit te gaan

van een stempelraam dat primair is gedimensioneerd en

geoptimaliseerd conform de 1e orde elasticiteitstheorie

van staal in de UGT op basis van de belastingen dievoortvloeien uit het plane strain model.

Vervolgens is dit stempelraam getoetst aan de sterkte-

en stabiliteitseisen conform de 1e en 2e orde elastische

berekening in de BGT op basis van de belastingen die

voortvloeien bij stempeluitval uit het 3D-model. Uit

de analyse van stempeluitval is geconcludeerd dat het

stempelraam, met name de gording, niet beschikt over

voldoende reserve om stempeluitval te kunnen weer-

staan conform de 1e en 2e orde elastische berekening.

De gording ter plaatse van het uitgevallen stempel

ondervindt ondanks de reductie van de lokale horizon-tale korrelspanning een enorme verhoging in krachten

en momenten.

Dimensioneren van bouwkuipen in

3D berekeningsmodellen

Stempeluitval als calamiteiten belasting


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Student: G. Kaushik

Thesis Committee: Prof.dr. A.V. Metrikine, Ir. J.S. Hoving, Ir. A. Tsouvalas, Ir. L.J.M. Houben



In the first case, soil is modeled with the spring and

dashpot elements whereas in the latter case, soil is

modeled with the general fluid elements. This analysis

is performed with ADINA-FSI because spring-dashpot

elements cannot be used with potential based elements.

The developed model is analysed to study the influ-

ence of soil elements on the acoustics of the pile driving

process.

It is observed that the pressure development in the

surrounding fluid elements is highly dependent on the

dashpot and spring coefficient used in the analysis. In

the final phase of the research, a parametric study ofthe developed model is performed.

The effect of various parameters such as the inclination

angle of the loading, the radius of the artificial non-

reflective boundary, the radius of the pile and the sea-

soil interface is analysed. The results showed that the

inclination angle of the loading has a considerable effect

in the neighbourhood of the pile whereas its effect is

negligible at a distance far away.

A strong correlat ion is obtained between the pressure

development and the radial distance. However, no such

correlation can be established in case of depth. With

the increase in the radius of the pile, an increase in thepressures is observed during the analysis.

The whole study shows that the simulation model is an

effective mean to study the influence of various factors

on the pressure development in the surrounding fluid

without the need to conduct large scale experiments.

The primary objective of this research is to study,

by means of numerical simulation, the acoustic and

dynamic characteristics of the pile driving process. In

order to estimate the noise generated from the offshore

pile driving process, a finite element model is developed

by using the finite element software tool ADINA. In the

preliminary stage of the model development, a three

dimensional and an axisymmetric pile-fluid interaction

model without the presence of soil elements is consid-

ered to understand the basic characterist ics of wave

propagation in the surrounding fluid as a result of pile

driving.The potential based fluid elements available in ADINA

Structures are used for the analysis. The results of the

analysis are found to be in good agreement with the

findings of past researchers.

The results of the three-dimensional and axisymmetric

analysis are comparable within the desired accuracy

limits. Apart from that, the time taken by the analysis

is considerably reduced in the case of axisymmetric

modelling. Therefore, in the second phase of model

development, an axisymmetric model is further devel-

oped and the soil properties are incorporated.

For the simulation of soil two possibilities are explored:

a) Spring-Dashpot model,

b) Fluid model.

Finite element modelling of near eld underwater

noise generated by offshore pile driving


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Student: Y. Pan

Thesis Committee: Prof.dr. R.B. Polder, Dr. O. Copuroglu, Dr.ir. S.A.A.M. Fennis , Dr.ir. W. Peelen, Dr.ir. W. Courage,

Ir. L.J.M. Houben



Following that, a life cycle cost tool was developed

using an example, which is an ongoing Cathodic

Prevention (CPre) project in Groningen. The influence

of different preventive measures and repair methods

on the total life cycle cost has been studied using the

model.

Results show that to apply preventive measures is

generally cheaper than to repair the structures after

they deteriorate. Using stainless steel and hydrophobic

treatment as preventive measures are the cheapest

way to maintain a bridge over 100 years. To repair withconventional repair combined with hydrophobic treat-

ment is the repair method which leads to the lowest life

cycle cost. CP and CPre have the advantage that the

structural condition is being monitored. In a sensitivity

analysis, initial cost and discount rate were found to be

the factors which have the biggest influence on the life

cycle cost.

SEM studies are recommended to be carried out in a

comprehensive way in order to determine the service

life of CP. In terms of LCC modeling, i t is recommended

to determine the time intervals for reapplication of thefour repair methods using probability methods. It is also

recommended to take the probability of price change of

the measures into account.

Nowadays, a lot of reinforced concrete structures

begin to show signs of deterioration. Repairing them

by conventional repair not only costs a huge amount

of money, but also leads to disruption of traffic and

inconvenience. There is a strong incentive to find out

the cheapest way to extend the service life of existing

structures and to design and build new reinforced

concrete (RC) structures which will require less mainte-

nance and repair over their lifetime.

Chloride-induced corrosion of reinforcing bars is

the primary cause of deterioration of RC structures.Conventional repair (combined with hydrophobic treat-

ment) and Cathodic Protection are most frequently used

for repair of chloride-contaminated structures. Applying

preventive measures is the way to bui ld more durable

new buildings. Three methods namely using stainless

steel, applying hydrophobic treatment and Cathodic

Prevention were considered in this project. Using

different preventive measures and repair methods will

involve different costs and will have different influences

on the service life of structures.

In order to find out the cheapest way to maintain abridge, a life cycle cost (LCC) method was adopted. The

life time of bridges with different preventive measures

and repair methods was determined based on data from

literature or calculated based on probabilistic methods.

Among the three repair methods, Cathodic Protection

(CP) is a relatively new technique and samples from

structures having CP for around 20 years have been

examined by SEM trying to reveal the degradation

mechanism. The costs of the preventive measure and

repair methods were derived from practical situations.

Probability analysis of Life Cycle Cost of bridges

with different preventive measures and repair

methods


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Student: E. Jongejans

Thesis Committee: Prof.dr.ir. L.J. Sluys, Dr. A. Simone, Dr.ir. C. van der Veen, Ir. L.J.M. Houben



Both approaches produce very similar numerical results.

The ERS approach is more efficient as the current GFEM

approach.

Recently several studies have been performed at the

TU Delft on the use of the generalized finite element

method (GFEM) to model fiber reinforced composite

materials in a two dimensional space. The GFEM model

allows a large number of arbitrarily placed fibers to be

taken into account. The fibers are placed on top of the

ordinary mesh and therefore do not require aligned

meshing to be done. Matrix material, fiber material and

the interface between them each have their own mate-

rial parameters. The discontinuous displacement field

on the fiber, also known as the fiber slip is taken into

account by the use of extra degrees of freedom. Theseextra degrees of freedom are placed on the original

nodes of the elements crossed by fibers.

Fibers are in essence one dimensional objects. The

main degree of freedom they should have is the slip in

the direction of the f iber. It is therefore computation-

ally expensive to use extra degrees of freedom on top

of regular element nodes to describe the displacement

field of the fiber. Why not inserting the extra degrees of

freedom in the direction of the fiber on top of the fiber

itself?

In this thesis a search is done to an efficient element

with extra degrees of freedom on the fiber. A first

unsuccessful try is the use of a so called Interface-

enriched GFEM element (IGFEM). The second

successful approach is the slightly different embedded

reinforcement approach including bond slip (ERS).

This is an element that has been used before in calcu-

lating reinforced concrete in several publications. This

element is used here for calculating elastic mate-

rial reinforced with many fibers. In its mathematical

derivations, a small extension is made to allow for

an arbitrary enrichment function to be inserted on

the fiber displacement field analogous to the GFEM

derivations. This enrichment function inserts a priori

knowledge into the solution allowing it to converge

faster. However, enrichments in th is research are kept

simple. Next to a two dimensional implementation

of the GFEM and ERS approach, a three dimensional

implementation is presented. Encountered problems

and numerical examples for both models are discussed.

FEM modeling of ber reinforced composites


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Student: S. van Aken

Thesis Committee: Prof.dr.ir. J.G. Rots, Dr.ir. M

Behavior of moored tanker at oil jetty

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