CiTG-Afstud Bndl 201206 WEB

Collectio

n o

f Master’s T

heses J

un

e 20

12

Facu

lty

of C

ivil

Engi

neer

ing

and

Geo

scie

nces

Civil Engineering and GeosciencesStevinweg 1PO Box 50482600 GA DelftThe Netherlands

T +31(0) 15 27 85440F +31(0) 15 27 87966

Collection of Master’s theses

June 2012

Master’s ThesesCivil Engineering and GeosciencesJune 2012

Civil Engineering Stevinweg 1PO Box 5048NL 2600 GA DelftThe Netherlands

Telephone: +31 (0)15 2784023E-mail: [email protected]

2 | Master’s Theses June 2012


Preface 7What is the graduation book exactly? 9

Civil Engineering theses 11

Building Engineering 11

A user-centred re-design of indoor comfort 12Student: B.C.M. van Agtmaal

Reusing Knowledge at Van Rossum BV 13Student: J. van Ballegooij

Investigation of damping in high-rise buildings 14Student: R.L.J. van den Berg

Tensile-compression ring; a study for football stadia roof structures 15Student: I. Boom

Heat flux roofs 16Student: F.L. Gunnink

Stapelen met houtskeletbouw 17Student: T. Hoekstra

Building Envelope Refurbishment of Multi-residential Postwar Buildings – Investigation via a case study 18Student: A. Loukopoulou

A building method for precast concrete high-rise buildings 19Student: M.L. van der Meij

Structural Engineering 21

Optimisation of a high strength concrete plate bridge 22Student: T.J.P.M. de Goede

Evaluation of the structural pavement condition by means of longitudinal profile data 23Student: J.A. Alleman

2D Numerical Analysis of Settlement Damage to Buildings: 24Student: B.W.P. Albers

Crack width in reinforced steel fibre concrete 25Student: R. Cederhout

Effect of TIG-dressing on fatigue strength and weld toe geometry of butt welded connections in high strength steel 26

Student: S.H.J. van EsTunnel induced settlement damage: A case study to improve damage prediction for façades 27

Student: L.A.J. van KesselFire safety design of a high-rise timber building 28

Student: G. LonghiIn-situ fire spalling testing applying a mobile furnace 29

Student: B.I.E. PietersExperimental and Numerical Characterization of Membrane Adhesive Bonding Strength on Orthotropic Steel Deck Bridges 30

Student: Y. YangFrost Salt Scaling of Blast Furnace Slag concrete 31

Student: S. LeursSegment-joint capacity of the Kiltunnel 32

Student: I. Schols

Table of Contents


Hydraulic Engineering 33

Process-based modelling of the Maumusson inlet (France) 34Student: E.W.J. Bergsma

Bow Thruster Currents at Open Quay Constructions on Piles 35Student: R. van Doorn

Nourishing intertidal foreshore: Improving safety and nature 36

Student: L. de GraafFlood protection and marine power in the Wash estuary, United Kingdom 37

Student: B. HofschreuderImpact Assessment of Extreme Storm Events Using a Bayesian Network 38

Student: D. KnippingOntwerp gekromde roldeur Nieuwe Zeesluis IJmuiden 39

Student: B.M.I. van KortenhofDecision alternatives for the safety of the Eastern Scheldt 40

Student: W.J. LeeuwdrentEffect of removal of the Oosterschelde storm surge barrier 41

Student: P.D. de PaterMorphodynamics of mega-nourishment 42

Student: T. PekkerietSimulating & classifying large-scale spatial sand-mud segregation 43

Student: F. ScheelAlternate-bar formation under superresonant conditions 44

Student: W. VerbruggenNearshore currents and swimmer safety in the Netherlands 45

Student: R.C. de ZeeuwImpacts of waves and sea level rise on ports due to climate change 46

Student: L.A. Pham

Hydraulic Engineering – COMEM Domain 47

Sediment Dynamics of Beach Cells under Oblique Swell Waves 48Student: M.J. Armstrong

Feasibility of a Marina port along the Buenos Aires coast, Argentina 49Student: R. Camarena Calderon

Technical Feasibility and Economic Potentials of Using LNG as Alternative Marine Fuel 50Student: L. Jin

Mega Container Ships: Implications to Port of Singapore 51Student: L. Liyenita Widjaja

The Mekong Deltaic Coast: Past, Present and Future Morphology 52Student: P.K.L. Phan

Video-based nearshore bathymetry estimation for Rip current forecasting on a macrotidal beach 53Student: R. Sasso

Innovative Structure Solution for Discharge Sluice at Vung Tau Go Cong Viet 54Student: H.S. Truong


Geo-Engineering 55

Dimensioning of underwater concrete floors 56Student: R.T. Arkesteijn

Validation of a practical constitutive model for liquefaction 57Student: A. Petalas

Watermanagement 59

A framework to assess the realism of model structures using several hydrological signatures 60Student: T. Euser

“Stappen in de afvalwatercalculator” 61Student: T.W. Padmos

Enhancing the applicability of the polder concept 62Student: E. van der Pal

The morphological impact of the creation of a reservoir 63Student: J. van der Zwet

Ceramic Microfiltration 64Student: M. Li

Transport & Planning 65

Analysis of Pedestrian movements at Lowlands 66Student: D.C.Duives

Possibilities to implement coordination in an adaptive traffic signal control system 67Student: D. Petres

Provinciale Toepassingen voor Wegverkeersgegevens: 68 Student: J. Vries

Paramaribo beter bereikbaar 69Student: M.E. Flu

To Tram or Not To Tram 70Student: T. Bunschoten

Last year’s Theses 71

Master’s Theses March 2012 72

Master’s Theses October 2011 74

Master’s Theses June 2011 76

Master’s Theses February 2011 78

Master’s Theses October 2010 80

Research groups and professors within the faculty

of Civil Engineering and Geosciences 82


Preface

Every four months we publish a collection of abstracts of the theses produced by our recent Master’s gradu-ates. In this collection you will find the theses of students who graduated in June 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 are subject 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 civil engineering industry.

Professor B.M. GeerkenDean of the Faculty of Civil Engineering and Geosciences


What is the graduation book exactly?

“Master’s Theses June” 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 Master’s thesis is based on a request from professionals working in the field in question. In other cases, such individuals will collaborate in the real-isation of a Master’s thesis. Alternatively, 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 student’s 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 book’s layoutThe summaries of the various theses are published per Master’s programme and specialisation:

The Civil Engineering Master’s programme has seven specialisations: • Structural Engineering • Building Engineering • 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 Master’s 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 Master’s 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 hoped that 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 Affairs015-27 81199 / 81765

Department of Marketing & Communication015-27 84023

Further information:Delft University of TechnologyFaculty of CiTG Department of Marketing & CommunicationPO Box 50482600 GA DelftThe Netherlands

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

1.

Civil Engineering theses

Building Engineering

12 |

1 Building Engineering

Master’s Theses June 2012

A user-centred re-design of indoor comfortFor the faculty of Civil Engineering and Geosciences with an

energy-conscious approach

IntroductionAs a building ages, performance demands may change. If an existing building is unable to fulfill new demands, the building becomes outdated. The building of Civil Engineering and Geosciences (CEG) presents a beautiful case of an existing building, which is no longer able to fulfill the changing demands on indoor comfort and energy consumption. And although the indoor comfort of the CEG building has since long been a topic of discussion among students and staff, it had never been investigated in detail until now.

ResearchThis research investigates the indoor comfort of the CEG building in order to develop a preliminary design proposal, which provides an answer on the main research question:“Which design interventions can be proposed to improve the indoor comfort of the main building of Civil Engineering and Geosciences in an energy-conscious way,based on Post Occupancy Evaluation and existing field research?”

‘Measuring’ indoor comfortThe occupant’s perception of indoor comfort does not solely depend on physical parameters. Physiosocial, behavioral and psychological factors influence the perception of comfort. To ‘measure’ these non-technical parameters, this research uses a diagnostic oriented method to ‘measure’ the performance of indoor comfort of the CEG building. Post Occupancy Evaluation (POE) is used in this research to evaluate the satisfaction of the occupants with the indoor comfort of the CEG building. The results of the user research have been compared to a benchmark, which is based on a research on 61 Dutch buildings in the nineties. Based on the user research

that is performed, thermal comfort, ventilation and daylight conditions, have been identified as problem-atic aspects of indoor comfort in the CEG building. A correlation model is used to correlate user complaints and building characteristics and provides a base for the re-design proposal.

‘Re-designing’ indoor comfortAfter describing the various possibilities for interven-tion, a selection of solutions is combined into four intervention profiles; mechanical, hybrid, passive and adaptive intervention profile. The effect of the four intervention profiles for the indoor comfort of the CEG building is reviewed by the use of a simulation program, Design Builder. Design Builder is an advanced simulation program, which performs simulations of thermal comfort, daylight conditions and energy consumption, all based on one central model.

ConclusionThe end result of this research is a preliminary design proposal for the improvement of indoor comfort for the Civil Engineering and Geosciences building. An energy-conscious approach leads to the following proposal: • The façade is replaced and insulated to reduce heat

losses and heat ingress. • Overhangs and highly reflective sun shading reduce

solar gains in summer. • The lowered ceiling is removed in order to activate

thermal mass, which leads to reductions in energy consumption in winter and summer.

• The hot water radiator system is complemented by a passive cooled beam system, which removes the heat surplus in summer.

Simulations in Design Builder show that this re-design proposal is able to generate the desired temperatures during winter and summer and leads to a reduction of the energy consumption.

Student: B.C.M. van AgtmaalThesis Committee: Prof.dr.ir. A.A.J.F. van den Dobbelsteen, Ir. A.C. van der Linden, Ir. H.R. Schipper,

Ir. S.R. Kurvers

For further information, please contact the section of Building Engineering tel. 015 - 27 83990Email: [email protected]

mailto:[email protected]

13 |



Background In the current building industry is not much reuse of company knowledge. Only 12% of this knowledge is stored in a manner that it can directly be reused. This results in many repetition of activities, where the wheel is constantly reinvented. There are however large benefits to be gained by reusing the knowledge: reduc-tion of double work, higher productivity, lower costs and more profit. The investigation focuses on the collecting of company knowledge at consulting engineering company Van Rossum BV, and the opportunities and restrictions for reusing this company knowledge in a new building project.

Research The total investigation consists of two sub-investi-gations. In the first part the engineering company Van Rossum is investigated on the presence of reus-able company knowledge. For this purpose a method is developed for defining typical design systems and –solutions of Van Rossum, and an image of the organi-zation of the company. This together leads to the defini-tion of ‘Van Rossum-DNA’. This DNA is used for the second sub-investigation, a case study in which a structural design is made for the Anna van Bueren-tower, an actual project where Van Rossum is the main structural engineer. It is attempted to incorporate the obtained Van Rossum-DNA as much as possible in the structural design. This design is then compared to the actual design as created at Van rossum, leading to a discussion on the reuse of knowl-edge of Van Rossum in the case study.

Conclusions General conclusions of this research are the opportu-nities and restrictions towards reusing knowledge in engineering companies that are observed during the investigations. Possibilities are the use of BIM, in which knowledge can be stored in a central database ready for reuse, and the sharing of personal knowledge within organizations. Restrictions are caused by barriers within companies and resistance of their employees, a narrow solution space and fragmentation between parties in the design process.

Reusing Knowledge at Van Rossum BV Case study on the Anna van Bueren-tower

with Van Rossum knowledge

Student: J. van Ballegooij Thesis Committee: Prof.dr.ir. H.A.J. de Ridder, Ir. K.C. Terwel, Ir. H. Mihl, Ir. R.E. van Alphen



14 |



Investigation of damping in high-rise buildingsIdentification and prediction of damping in the serviceability limit

state for wind induced vibrations.

Buildings must be designed to meet horizontal defor-mation and vibration requirements when loaded by a wind force. These requirements can be governing in the design of the load bearing structure of a high-rise building. The structure can be optimized by describing and analyzing its dynamic behaviour. Information on damping is required to accurately describe the struc-ture’s response.

ProblemCodes provide global information about damping, only based on construction material. Since buildings are being built higher and higher, the quest for more accu-rate information on damping arises.

Research and resultsIn this study, information on 11 Dutch buildings was studied and damping parameters derived from meas-urements were related to the structural characteristics. Different classes were distinguished and corresponding expressions for the damping were derived. An analytical model of the structure’s dynamic response was devel-oped. Damping was split in four sources to identify the

contribution from individual structural aspects. The model was also used to advise on improving the moni-toring of buildings in practice.

Conclusions and recommendationsMore accurate damping estimation can be achieved with empirical formulae that not only take into account material, dimensions and amplitude, but also the influ-ence of structural characteristics. For further verifica-tion of the classification method, it is needed to perform monitoring of more buildings. Especially the newest and highest buildings need to be monitored. The amplitude dependency always has to be determined. Furthermore it is needed to determine the damping of the casco building and to monitor the rotation at the base of the building.

Student: R.L.J. van den BergThesis Committee: Prof.ir. R. Nijsse, Prof.dr. A. Metrikine, Dr.ir. C.R. Braam, Dr.ir. R.D.J.M. Steenbergen,

Ir. C.J. Scheffer



15 |



IntroductionA tensile-compression ring structure is derived from the spoke wheel principle. The general shape of the ground plan of a regular football stadium, which is more oval or rectangular shaped, is in contradiction with the spoke wheel principle. The goal of the thesis is to investigate the use and attractiveness of the spoke wheel principle for football stadia

ResearchThe thesis consists of an analysis and design compo-nent. The spoke wheel principle for the use for bicy-cles and for roof structures have been analysed. By designing a roof structure more insight is gained and conclusions can be made regarding the use of the spoke wheel roof structures for football stadia.

AnalysisThe strength and stiffness of the wheel depends on the amount of ring action in the structure. When a tensile load acts on the ring, the ring becomes compressed and ring action arises. This principle can be applied for roof structures. The more ring action can be provided, the more efficient the roof structure will become and more material will be saved. The amount of ring action in a spoke wheel depends on four key factors: strength of the ring, loads, translation and curvature. To come to a design, the influence of different design variables on the key factors have been investigated.

DesignFor the study of the use of the spoke wheel principle for stadia roof structure, two types of roof structures are investigated:

Non-pretensioned spokes In a spatial truss system beam action will play an important role in the total stiffness of the roof structure. By directly transporting the loads to the ring elements that possess sufficient curvature, the ring action is used at full extend. The results confirm that the efficiency of the structure increases. By optimizing each single element in the roof structure, using parametric model-ling, a lot of material can be saved.

Pretensioned spokesA cable structure is not able to provide stiffness by beam action. The stiffness of the roof structure depends on the amount of ring action in the structure. The results showed that the reference stadium possess not enough curvature to provide an efficient spoke wheel roof by means of a cable structure. Further research is needed to use the available ring action at a greater extend for cable roof structures.

ConclusionResearch showed that a spoke wheel roof structure is an attractive type of structure for stadia use. The amount of curvature in the roof is crucial whether it is possible to come to an efficient structural design. When there is a lack of curvature a spatial truss structure is able to provide extra stiffness to the roof. Cable structures are very dependent from ring action, it is advised to use this type of structure only for roofs that possess curvature in the complete roof. To increase the application of the cable roof structure more research is needed.

Tensile-compression ring; a study for football stadia roof structures

Student: I. BoomThesis Committee: Prof.ir. R. Nijsse, Prof.ir. F.S.K. Bijlaard, Ir. S. Pasterkamp, J. Rodenburg



16 |



give good results when compared to results of the field experiment. For αi a value between 5-9 W/m2K can be chosen, it doesn’t effect the model results of qin. White roofing (a=0,2) lowers the heat flow through a roof. With the model outcomes graphs are generated which give the relation between Rc-value and differ-ence in heat flow (Δqin) between black (a=0,9) and white (a=0,2) roofing. This is executed for light roofs (wooden construction, 20-50 kg/m2) and heavy roofs (concrete construction, 300-400 kg/m2). Thermal mass influences the moment in time of the Δqin. It was found that the peak in Δqin for light roofs with an Rc< 4,5 m2K/W occurs during office hours. In case of a heavy roof the peak Δqin is around midnight.

Finally the daily Heat Flow Factor is introduced. It gives the daily difference in heat flow between black and white roofing in percentage of the daily incoming solar radiation. This percentage is translated to values for Δqin on a mean Dutch summer day (Σqsun=7200 Wh/m2).

Heat flux roofs

The main focus of my research was on the heat flow (density) through a roof in summertime. The effect of different roof toppings and construction types on the heat flow are investigated. Both a field experiment as well as a model were set up. Central research question was:“What difference does color roofing material and insulation make on the heat transfer/flow through a roof?”With the following sub questions:“What is the amount of heat transferred through a roof in summer conditions?How can this heat transfer be modelled?”

Key parameters that determine the heat flow through a roof are the reflectivity of the roof top, the insulation value and the (thermal) mass of the roof construction.A field experiment was performed in the summer 2011 on four locations. On three locations the rooftops were black, while a part was covered with white roofing. The Rc-value and mass of the roofs differs. The last loca-tion concerns a green (or planted) roof. The difference in outer surface temperature between black and white roofing was at maximum 25°C, the average on warm summer days was 9°C. The outer surface tempera-ture of the green roof was of the same value as white roofing. The heat flow (qin) through roofs covered with white roofing was lower than in case when black roofing was installed. The size of the difference (Δqin) depends on Rc-value and thermal mass of the roof construction. The peak in qin and Δqin were not measured exactly at the same time, but variance was not more than a hour. Due to insufficient data from the field experiment, the heat flow qin through a green (planted) roof was not determined.

A model in CAPSOL was set up in order to gain results of the difference in heat flow through roofs covered with black and white roofing. Model and field experi-ment outcomes were in good agreement. In the model heat transfer coefficients αe and αi must be defined. It was found that a value of αe between 15-20 W/m2K

Student: F.L. GunninkThesis Committee: Prof.dr.ir. A.A.J.F. van den Dobbelsteen, Ir. E. van der Ham, Dr. E. Prendergast, Ir.H.R. Schipper



17 |



Stapelen met houtskeletbouwModelling and analysis of the timber-frame shear-wall

racking stiffness.

Introduction to the thesisIn Eurocode 5 design rules are given to determine the racking resistance (strength) of timber frame shear-wall structures. No guidance is given with respect to the determination of the racking stiffness of timber-frame elements. The knowledge in Dutch engineering prac-tice contains a gap with respect to this topic. In this master’s thesis an analytical calculation method and modelling approach are proposed which can be used to determine the shear-wall racking stiffness in multi-storey timber-frame structures.

ResearchAn extensive knowledge and literature review was performed, to identify and judge the existing knowledge with respect to calculation and modelling of the timber-frame shear-wall racking stiffness, and to look for load-displacement data of experimental testing on fasteners, hold-down provisions and full-scale timber-frame shear-walls. In the next phase of the research an analytical calculation method was determined which can be used to calculate the racking stiffness of timber frame wall elements. Based on the test results from the literature review, the racking stiffness of 31 shear-wall geometries was determined, which made verification of the analytical calculation method possible. The third part of the work consisted of the design of a modelling approach. This modelling method is easy to understand, and appropriate for use with software for structural analysis commonly used in engineering practice. The master thesis research was completed with the analysis of perforated shear-walls. The modelling approach and analytical calculation method were used to determine the racking stiffness of timber-frame elements with window openings.

ResultsThe literature review made clear that the fastener and hold-down conditions are the most important aspects determining the shear-wall stiffness properties. In the analytical calculation method, the following contribu-tions in the shear-wall racking mechanism are taken into account:

• slip of the fasteners along the shear-wall perimeter • compression perpendicular to the grain of the bottom

rail • strain in the hold-down connection • shear deformation of the sheathing • strain in the vertical studs (leading stud and

compressed trailing stud) In addition, the analytical calculation method can be used to determine the racking stiffness of timber-frame elements with windows. The perforated wall is modelled with use of a truss-type model in which the shear-wall stiffness is represented by a system of multiple braces.

ConclusionThe components in the racking-stiffness of the timber-frame shear-wall element are determined and can be taken into account in an analytical calculation method. With use of this calculation method and the proposed modelling approach a prediction can be made of the expected deformations and vibrations in serviceability limit state (SLS) and the force-distribution in the ulti-mate limit state (ULS). The results of the research are especially useful in the structural design of multi-storey timber-frame structures.

Truss-type model of the timber-frame shear-wall (analytically determined racking stiffness R repre-sented by diagonal brace)

Student: T. HoekstraThesis Committee: Prof.dr.ir. J.W.G. van de Kuilen, Ir. G.J.P. Ravenshorst, Ir. P.A. de Vries, Dr.ir. M.A.N. Hendriks,

Ir. J.K.A. Banga



18 |



Student: A. LoukopoulouThesis Committee: Prof.ir. R. Nijsse, Ir. H.R. Schipper, Ir. S. Pasterkamp, Ir. Th. Konstantinou


Introduction Climate change is a burning issue nowadays, especially its long-term consequences which are still not fully known. The greenhouse effect is mainly owed to the energy consumption, and the building sector has a big slice. The European Union has developed a strategy that has to be followed by all its members according to which the greenhouse gas emissions have to be reduced by 20% with an horizon until 2020.

Problem definitionIn this concept, this project is aiming to reduction of energy demands and greenhouse gas emissions consequently, by achieving less heating demand and higher thermal comfort for residential buildings. The choice of refurbishment as the best solution for that is investigated. For the needs of the project, a case study was used. Post-war multi-residential buildings keep a large slice of the residential sector in the Netherlands. Therefore, the case study building was carefully chosen to be representative and of common detailing, so the solutions proposed can be implemented to more buildings.

ResearchThe case study building was thoroughly analyzed through original drawings, interviews with employees of the owning company, visits to the building and literature study of the building systems in the Netherlands. The refurbishment solutions that were investigated were decided after this analysis. The criteria for the measures were mainly: not extreme costs, comfort for the residents during the construction and the possibility to generalize the solution for more buildings. The technical installations of the building were not inves-tigated in specific; they were changed to floor heating working with deep geothermy, due to the almost zero greenhouse gas emissions of this form of energy and the good thermal comfort that floor heating provides.

ResultsCAPSOL models were created for the calculation of the heating demand in the exiting situation and the refur-bishment solutions. The result of this modeling was that the building has to be fully refurbished in order for it

to achieve both high thermal comfort and low heating demand. Passive measures like second skin façade and closed-off balcony work better than external insulation, especially if they are south oriented. The greenhouse gas emissions were calculated both form the heating demands and by calculating the embedded energy of the materials used in each refur-bishment solution. Again, the passive measures were more efficient because glass and steel are much less environmentally-costly materials than aluminum frames and external insulation. Also, geothermy played an important role in reducing the emissions greatly.

ConclusionsThe final solution comprises a single glazed second skin façade around the back façade of the building and external insulation and new windows (HR++ glazing and aluminum frames) for the rest of the façades.The outcome of this project showed that refurbish-ment is actually the most sustainable solution. Thermal comfort can be easily achieved but the new EPC target of 0.6 is very difficult to reach. Still, the results of refur-bishment are impressive, considering its low cost and the short time needed for its realization: 90% reduction of CO2 emissions with 50-53% reduction of heating demand and only 175 hours of overheating per year.

Building Envelope Refurbishment of Multi-residential Postwar Buildings – Investigation via a case study


19 |



IntroductionThe last decades the number of precast concrete high-rise buildings increased. Much often a height limit is exceeded, which was considered impossible before. The question rises what the final height limit will be.

Problem definitionThe progress of the construction depends on the possi-bility of vertical transport. This depends on the building height and therefore could be critical with an increase of the building height. Besides, the average wind speed increases with an increase of the height. This results in an increase of wind stoppage. The goal of the thesis is: The quantitative determination of the influence of the transportation system of precast concrete high-rise buildings (above 200 meters) on the construc-tion process

ResearchThe thesis is divided in three parts; a literature study, a theoretical framework and a case study. The litera-ture study is the starting point. An analysis is made of the realization of precast concrete high-rise buildings, the used transportation systems and the (technical) preconditions. The theoretical framework starts with an analysis of the difference between the construction method of precast concrete high-rise buildings and more tradi-tional concepts. As a result, the (system)properties with a (direct) relation to the building height are investigated and optimized.In the case study the influence of the solutions of the theoretical framework on the construction phase are investigated and insight is provided. Therefore, two different transportation systems for precast concrete high-rise buildings are compared with each other. The consequences on the phases of the construction process before the construction phase are determined as well.

Results • A reduction of the total vertical transport time could

be established by optimizing the efficiency per transport movement (using the maximum mass per transport movement).

• Three analyzed projects are proving that an increase of the efficiency per transport movement could lead to a reduction of the total vertical transport time with 50%.

• On 200 meter the chance of wind stoppage is a factor 2 larger in comparison with the standard prediction.

• The transportation system for precast concrete high-rise buildings has a large wind sensitivity. The wind sensitivity is related to the mass per (wind loaded) area, the mass of the element, the length of the element and the length of the hoisting cable.

• The costs of a hoisting shed are higher than the costs of tower cranes (around € 750,000). But the total duration of construction is significant shorter (around 9 weeks) and the robustness of the construction method is bigger.

Conclusions The choice of a transportation system influences all the phases of the construction process before the construc-tion phase. It is important that during these phases some knowledge is obtained about the (im)possibilities and consequences of the transportation system. The case study shows that using a project specified transportation system has advantages, in alignment with some design aspect. An optimal utilization of the transportation system has, for different phases, a number of consequences.

A building method for precast concrete high-rise buildings The influence of the transportation system on the construction process

Student: M.L. van der MeijThesis Committee: Prof.ir. A.Q.C. van der Horst, Prof.ir. A.C.W.M. Vrouwenvelder, Ir. F.A.M. Soons,

Ir. M.M.J. Falger, Ir. D.C.K. van Keulen




Structural Engineering

2.


2 Structural Engineering

Optimisation of a high strength concrete plate bridge

Since the first high strength concrete mixtures were designed in the 1970s, a lot of research is performed and recommendations were written. Despite that, full legislative coverage of high strength concrete remained unavailable. The new Eurocodes provides this coverage, so the question rises how high strength concrete can be used in the civil engineering sector. This Master’s thesis is therefore aimed at the question which (combinations of) cross sections can be used to create an optimal design for cast in situ high strength concrete bridges.

From a consideration of the dominant loads on a concrete plate bridge, it followed that for bending moments and shear forces the governing cross sectional capacity is required over a small length of the entire bridge. It was also found that the self weight of the bridge forms a large part of the total load on the bridge. Research into the optimal cross section for the three main actions (normal force, bending moment and shear force) learned that for normal and shear forces solid cross sections are optimal. For bending moments on the other hand, I profiles perform best since the material is concentrated at the top and bottom of the cross section. Attempts to improve the shear force performance by including a high strength concrete in a normal strength concrete cross section yielded little effect.

Benchmark and two improved designs

Both investigations lead to the development of two strategies for optimisation of the solid, flat plate bridge. The first strategy is to vary the cross sectional height along the length of the bridge. This reduces the resistance against forces at the locations where the maximum capacity is not required. The other method is to apply the optimal cross sections at the positions where the demand for the corresponding capacity is large. Using the I section at positions where bending moment capacity is required, yields a plate with rectan-gular voids in longitudinal direction.

After the benchmark design (the solid flat plate) is optimised, the designs for each strategy were opti-mised as well. Optimisation is performed by removing as much material as possible while maintaining the designed shapes, until the first structural check failed. The optimal variant, the plate with voids, required 40% less material than the benchmark. Due to the reduction of the plate thickness, the span to plate thickness ratio is increased from 35 (rule of thumb) to 42. Furthermore the MKI value, used to express the effects on the envi-ronment, is lowered by 37%.

From the research performed for this thesis it is concluded that it is possible to save a significant amount of construction material by optimisation of the design and the application of high strength concrete. As a consequence the MKI value of the project decreases which has positive effects on the chances of winning contracts.

Student: T.J.P.M. de Goede Thesis Committee: Prof.dr.ir. J.C. Walraven, Dr.ir. C. van der Veen, Dr. M.H. Kolstein, Dr.ir. H.W.M. van der Ham,

Ir. L.J.M. Houben

For further information, please contact the section of Structural Engineering tel. 015-2784578Email: [email protected]



The structural pavement condition or bearing capacity of flexible pavements is currently worldwide evaluated by using a Falling Weight Deflectometer (FWD). On network level, these stationary measurements are not convenient and too expensive to be used on a regular basis. The traffic lane to be tested has to be closed temporarily and operators performing the measurement on the arterial network have to deal with traffic passing at high speed. Rijkswaterstaat has recognised these issues and has emphasised the growing need of moni-toring the structural pavement condition at network level at such a speed that safety of the operators is as high as possible and the disruption to traffic is as low as possible. This Master Thesis has investigated if periodic longitu-dinal profile measurements can function as a reliable and easy-to-retrieve indication of the structural pave-ment condition at network level. Preliminary research has shown that not only the structural condition of ageing roads decreases, but also the quality of the longitudinal profile (the evenness of the pavement’s surface). The longitudinal profile can be measured at traffic speed with a High Speed Road Profiler (HSRP) using a laser profilometer. It is a cheap device that can be mounted on virtually any vehicle. The tool to be developed is meant to identify poor road sections, so that further detailed investigations can be performed with the use of an FWD. The International Roughness Index (IRI) and wavelength content have been used to express the longitudinal profile in numeric units. The structural pavement condition has been expressed as residual pavement life and has been determined by means of FWD testing as well as visual inspection data. The residual structural pavement life based on FWD testing could not be reliably matched to the rate of change of roughness in time. As a consequence no reliable model could be developed for predicting the residual structural pavement life by evaluating road profile data. The rate of change of energy content has also been found unsuitable to identify structural weak pavement sections. No significant trend or threshold value has been found preceding structural pavement deterioration.

An attempt has been made to explain why no relation-ship has been found between periodic longitudinal profile data and structural pavement condition.

The pavement sections have been assessed by the Highway Development and Management model (HDM-4), which has appeared to be a valuable tool for providing insight into the contribution of different components to roughness progression. The environ-mental component has been found to contribute the most to the incremental change of roughness on the Dutch main road network. This explains why no signifi-cant difference of roughness change has been found between the different structural residual pavement life categories. The predicted incremental change of roughness due to traffic loads has been found to be negligible by the model. This may indicate that the analysed pavements are structurally too strong, i.e. not sufficiently deterio-rated, to significantly attribute to roughness progres-sion. One could also state that in the Netherlands pavements are such well maintained that serious structural deterioration does not occur. Therefore, the final conclusion is that structural weak pavement sections of the Dutch main road network cannot be detected by periodic longitudinal profile data. The pave-ments are too strong and too well maintained from a structural point of view to exhibit significant roughness progression.

Evaluation of the structural pavement condition by means of longitudinal profile data

Student: J.A. AllemanThesis Committee: Prof.dr.ir. A.A.A. Molenaar, Ir. L.J.M. Houben, Dr.ir. C. Van der Veen, Dr.ir. C.A.P.M. van Gurp




2D Numerical Analysis of Settlement Damage to Buildings:Including a non-linear Masonry Model and Soil-structure Interface

The increased number of underground infrastructure projects asks for a reliable and efficient assessment of settlement damages to buildings. Currently a three-stage method is in use: the first stage looks into the greenfield deformations, the second stage is a linear elastic 2D method in which greenfield deformations are applied onto a building and the third stage uses finite element methods and 3D models. The goal of this thesis was to improve the second stage by incorporating a non-linear masonry model and a soil-structure interface.

A 2D parametric analysis has been performed in which various material and geometrical parameters were varied. The soil model was simplified to a linear-elastic model. The results of the research are twofold. On the one hand there are the results of the parametric analysis showing the effect of incorporating the non-linear masonry model and the soil-structure interface. On the other hand incorporating these two aspects a number of issues came up: the influence of the crack model and convergence criterion, the influence of the building location, the influence of the initial stress and the influence of the participating soil width. For each issue an explanation was sought and the consequences were determined.

The investigation into the crack model and convergence criterion showed that a perfect crack model is lacking, which strongly calls for the development of non-propor-tional loading within the sequentially linear analysis. In this thesis a smeared crack model was applied, requiring a strict displacement convergence criterion of 10-6. The influence of the building location proved to have a major influence on the volume loss at which unacceptable damage occurs. The maximum volume loss appeared to depend strongly on the eccentricity.

Applying just self weight already caused significant horizontal stresses due to the bending in the building caused by the shear-coupled spring effect and the pres-ence of windows. The actual present level of initial hori-zontal stresses is unknown because a part might have been removed due to relaxation. The influence of the horizontal stresses is significant changing the maximum acceptable volume loss by more than 1 percent. The final issue was the participating width. In a 2D analysis a width needs to be chosen for the wall and the soil, but of the latter the proper width is very hard to determine. It was shown to be dependent upon the building loca-tion and stiffness and will depend on the soil param-eters too. This effect and other 3D effects such as the phased tunnel construction and lateral walls, strongly call for 3D models to evaluate settlement damages.

The results of the parametric analysis showed that including a non-linear material model and a soil-struc-ture interface leads to lower acceptable volume losses. In practice it is generally believed that the current models are already too conservative. The difference between reality and the models must be sought in components that are still missing in the current model.

Student: B.W.P. AlbersThesis Committee: Prof.dr.ir. J.G. Rots, Dr.ir. M.A.N. Hendriks, Dr.ir. W. Broere, Ir. G. Giardina, Ir. L.J.M. Houben




IntroductionNowadays durability plays a bigger and bigger role in structures. The so-called crack width is a very important issue in the durability. The addition of steel fibres to the concrete matrix is not unheard and tests concluded that the crack width can be reduced. Currently steel fibres are added to the concrete matrix in different projects, however these projects were mainly floors. For more general use of steel fibres, calculation rules are needed. The main question of this graduation thesis was to study the influence of steel fibres on the crack width when combined with steel reinforcement.

ResearchThe study of the crack width in steel fibre concrete shows that the steel fibres influence the transmission length and the steel stress. A crack width expression has been derived. By using the expression for the crack width, the influence of the steel fibres can be found of the crack width and the amount of reinforcement. Two different case studies have been carried out: one case study is a bicycle and pedestrian bridge that is loaded in bending. The second case is a case study where the floor of the parking garage is loaded in bending and imposed deformations.

Not in all cases the reduction of the crack width is interesting, because the crack width is prescribed in the codes. In this situation the addiction of steel fibres can be interested. The addition of steel fibres results not only in a reduction of the crack width, but with equal crack widths the amount of reinforcement can be reduced. This influence is also studied in both the case studies.

ResultsFrom both cases it is concluded that the crack width will be significantly reduced by the use of steel fibres. This reduction is mostly dependent on the post-cracking strength of the concrete. With a high post-cracking strength the crack width can be reduced by 75%-90%. With a post-cracking strength which is used in current practical applications, the reduction of the crack width is in the range of 30-55%. Not only the crack width can be reduced, but also the reinforcement can be reduced if steel fibres are added and the calculation is made for the same crack width. With a post-cracking strength which is used in current practical applications, the reduction of the reinforce-ment is in the range of 20-35%.

Crack width in reinforced steel fibre concrete

Student: R. CederhoutThesis Committee: Prof.dr.ir.J.C.Walraven, Dr.ir. C.B.M. Blom, Dr.ir. P.C.J. Hoogenboom, Ir. L.J.M. Houben




Effect of TIG-dressing on fatigue strength and weld toe geometry of butt welded connections in high strength steel

In many design codes and in practice, the fatigue life of structures made of high strength steel is deemed to be similar to the fatigue life of standard steel structures. However, many researches show that high strength steel does perform better, but that this is neutralized by notch effects in connections. A possibility to reduce this notch effect is the use of a weld improvement technique such as TIG-dressing. The objectives of this research are: • Determine the change in geometry of the weld toe

due to TIG-dressing • Determine the fatigue strength of TIG-dressed speci-

mens and compare this with as welded specimens • Relate the measured change in geometry to a change

in fatigue strength through a theoretical model

The change in geometry is measured with the aid of a laser scanner. Different parameters of the weld toe are documented before and after TIG-dressing and compared. Based on this part of the research can be concluded that: • Weld toes in the as welded situation all look very

similar. After TIG-dressing, large differences are visible

• The ‘average’ weld toe shows geometrical improve-ment, but due to larger spread of the parameters, the critical weld toe may or may not improve.

The fatigue strength of 24 specimens, spread over four steel grades (S460, S690, S890 and S1100) is measured in the laboratory. The results of these tests are compared with similar, as welded specimens from earlier research. Based on this part of the research can be concluded that: • The results generally show an increase in fatigue

strength due to TIG-dressing. At higher strength this increase is less visible

• Steel grades which have shown parent material failure before TIG-dressing, also show this mecha-nism after TIG-dressing, leading to no beneficial effect due to TIG-dressing. Some specimens in these steel grades have shown weld failure. In that case an improvement could be seen

• TIG-dressing theoretically influences mainly the crack initiation life. This is confirmed by observations.

The theoretical model uses the notch stress approach. In this approach the exact circumstances under which a crack arises is analysed. This includes residual stresses, local material properties and local geometry. The measured local geometry was used in a FEM model. The model has been compared with the actual tests. From this part of the research can be concluded that: • The found spread in geometry does not lead to the

spread generally found in fatigue tests • The model shows a more beneficial effect of

TIG-dressing at high grade steels • The model is not accurate enough for qualitative or

quantitative predictions.In the report various recommendations are made to improve the model.

Student: S.H.J. van EsThesis Committee: Prof.ir. F.S.K. Bijlaard, Dr. M.H. Kolstein, Dr.ir. M.A.N. Hendriks, Dr.ir. R.J.M. Pijpers,

Ir. L.J.M. Houben




The tunnel boring process introduces soil settlements. Damage to nearby buildings could occur if settlements become too large. A reliable damage prediction model is necessary too asses the risks of damage to tunnel induced settlements. A widely used method for damage prediction is the Limiting Tensile Strain Method (LTSM). The LTSM models a masonry building as a weight-less, isotropic, linear-elastic, rectangular beam on 2 supports. Although the LTSM is an easy method to use, it has its limitations. For facades for instance the perforation of the wall, which introduces weak spots in the wall and reduces the stiffness, is neglected. In this project the applicability of the LTSM in the case of facades is studied to improve damage predictions in the case of facades.

A case study is performed to examine the response of facades in the Daniel Stalpertstraat due to settle-ments caused by the tunnelling process of the North/South line. This field data is used to find a calibrated 2D numerical model of the facades.The calibrated numerical model is then subjected to larger settlements to obtain the behaviour of the facades at large settlements. Using linear and nonlinear analyses of the numerical model it is evaluated how accurate and how conservative 4 damage prediction models are.

First two LTSM models were examined: the standard LTSM model with E/G=2.6 and one with E/G=12.5. Based on the findings in the linear analyses also two models based on conventional beam theory were examined for their applicability: portal frame model and Forget-Me-Not model.With linear analyses it is checked how reliable the methods are in terms of strains and deformation under the imposed settlements. With nonlinear analyses the conservativeness of each method in terms of damage is evaluated by comparing the crack width found in the numerical model to the crack width calculated with the damage prediction models.

The LTSM with E/G=12.5 gives the best results according to linear numerical analyses results. The LTSM with E/G provided the same curvature and shear distortion as found in the numerical analyses, the strains were approximated with 90%. The Forget-Me-Not model shows the best results according to the nonlinear analyses results. At large settlements this model provides the same results as found in the nonlinear numerical analysis results.

Tunnel induced settlement damage: A case study to improve damage prediction for façades

Student: L.A.J. van KesselThesis Committee: Prof.dr.ir. J.G. Rots, Dr.ir. M.A.N. Hendriks, Ir. S. Giardina, Ir. S. Pasterkamp,

Ir. F.J. Kaalberg, Ir. R.P. Roggeveld




Fire safety design of a high-rise timber building

Timber structures have reached heights that were unthinkable decades ago. Good examples in Europe are the Limnologen project in Växjö (Sweden) and the Stadthaus apartment building in London (UK), which are 8- and 9-storeys high respectively. Thanks to their sustainability and their energy efficiency, timber build-ings are getting more and more popular. The purpose of this study was to evaluate if timber buildings can be safely constructed even taller and reach heights of thirty storeys.

A detailed fire analysis has been carried out to deter-mine if such a high building built with timber will meet the requirements of prescriptive building codes (Eurocode). Furthermore advanced calculations have been performed to evaluate the differences in the final charred depths with simplified models. In order to address this answer, an ambient tempera-ture design is performed to determine the thickness of the load bearing elements for the normal design, and the minimum required thickness required to with-stand the load in case of fire. Then fire analyses were performed to determine the temperature fire curves in one room only. According to these fire curves different charred depths were determined.

The obtained results from thermal finite analysis show that charred depths proposed by advanced calcula-tion methods are very different to the value given in the prescriptive codes. The charred depth according to natural fire curves was highly dependent on the initial fire load, on the relevant amount of charred structure accounted, and on the encapsulation method. For high fire loads the ISO (Standard temperature-time curve) value was underestimating the charring depth of about 100 mm and the effect on the unaffected timber section was even greater.

The fire resistance of a timber element has to be evalu-ated according to the depth of the unaffected timber section. This depth should be determined by a thermal finite analysis based on the real fire curve, which, in turn, is obtained by fire analysis. It is believed that the use of a fire resistance concept based on an ISO fire exposure determined for an arbitrary time cannot be applied to buildings with combustible load bearing structure.

Finally, a possible solution, which has been already suggested by others sources in literature to overcome structural issues, is presented to overcome the major disadvantages related to high rise buildings. Those disadvantages are represented by a long egress time and by the inability to perform an external attack to the fire (at upper floors). It is believed that a different construction method, such as the three towers concept, could improve the overall fire safety of buildings allowing a faster evacuation and an external attack regardless the fire floor.

Student: G. LonghiThesis Committee: Prof.dr.ir. J.W.G. van de Kuilen, Ir. G.J.P. Ravenshorst, Drs. W.F. Gard,

Ir. K.C. Terwel, Ir. A. Breunese, Ir. L.J.M. Houben




Student: B.I.E. PietersThesis Committee: Prof.dr.ir. J.C. Walraven, Dr.ir. C.B.M. Blom, Dr.ir. M.A.N. Hendriks, Ir. A.J. Breunese,

Ir. L.J.M. Houben


resemble that of the full-fire scenario. After 15 minutes differences occur in the normal stress profiles along the cross-section of the tunnel roof due to the total strain. As a result the peak of the compression zone in the cross-section will be slightly lower and will increase until the end of the RWS-fire at 120 minutes. The decrease in compressive peak stresses in the cross-section when applying the mobile furnace can be explained. When the entire bottom of the tunnel roof is heated in respect to only a small part the total restrained thermal elongation of the roof is much larger. Thus the normal stresses will be larger as well. In many large-scale experiments it is observed that the spalling mostly occurs in the first 10-15 minutes of RWS-fire. After that time the change of spalling is relative slim, this can lead to the conclu-sion that the mobile furnace is a good alternative for the large-scale test. Because the compressive zone in the normal stress profile between the two scenarios is the same for the first 15 minutes of RWS-fire.

The presence of external loading has no visible influ-ences on the differences between the normal stresses generated by the mobile furnace and the full-fire scenario. The same goes for the increase of the exposed area of the mobile furnace and the thickness of the tunnel roof. Furthermore the normal stress profiles obtained from the cross-section of the models in which the mobile furnace is applied will always generate compressive stresses at the top of the tunnel roof. Thus no tensile cracks will be generated at the top of the tunnel roof. And the position of the mobile furnace appears not to be relevant up to 1 meter away from the wall.

During a fire, pieces of concrete can be separated from a structure. This type of damage is called spalling and can lead to extensive structural damage. This type of damage is not allowed for tunnel linings. Therefore the tunnel lining must be protected and tested for concrete spalling. These fire tests are performed in laboratories at a large scale. In the past many tunnels are constructed without knowing off the existence of spalling and those tunnels are still unprotected. The Eurocode demands that these existing tunnels in Europe will be fire protected. To perform fire tests for these tunnels Efectis Nederland started the initiative for the development of a mobile furnace.

A Finite Element Model research has been done to give an indication of the reliability of the mobile furnace in respect to the normal stresses generated in the concrete by a full-fire scenario. The model developed consists of a submerged tunnel roof that is subjected to thermal load of a full-fire scenario and the mobile furnace. The thermal load used in this research is the RWS-fire curve.

The mobile furnace has edge effects as result of the unheated concrete around the exposed surface. This creates a transition area where the temperature gradu-ally drops to the initial temperature of the unheated concrete. This transition area begins in the exposed surface at a certain distance from the edge. The drop in temperature leads to a decrease in thermal strain and will decrease the peak stresses in the cross-sections. More stiffness is as well preserved near the edge of the exposed surface due to the temperature drop. The increased stiffness causes the peak stresses in the cross-sections to move towards the exposed surface. The influence of the edge effect will increase during the duration of the fire. Exact distances cannot be given, but some visual indications are made. These visual indi-cations are based on the movement of the initial steep normal stress gradient towards the exposed surface.

After several simulations it is observed that during the first 15 minutes of RWS-fire the normal stresses gener-ated close to the exposed surface of the mobile furnace

In-situ fire spalling testing applying a mobile furnace



Student: Y. YangThesis Committee: Prof.dr.ir. J.G. Rots, Dr. X. Liu, Prof.dr. M.A. Hicks, Dr.ir. R. Hofman, Ir. L.J.M. Houben


In order to obtain insight into the response of membranes and their interaction with the surrounding materials on orthotropic steel decks, a project of evalu-ation of the performance of modern surfacing systems on orthotropic steel deck bridges has been under-taken. Currently, there are various kinds of membranes provided by various companies. Thereby it is necessary to examine the bonding strength of these membrane products, and develop a ranking methodology. In order to get a better and more clearly investigation, the Membrane Adhesion Test (MAT) is introduced.

This Master subject focuses on the monotonic tests of the membranes, and makes use of the energy release rate to make a ranking of the different membrane products. Meanwhile, the FE modeling of the MAT tests is obtained to simulate the debonding process of the membrane separation from the surrounding materials.

Orthotropic steel decks are widely applied in long span bridges, movable bridges and shorter span road and rail bridges due to their favorable properties. In the last three decades, several problems were reported in rela-tion to asphalt surfacing materials on orthotropic steel deck bridges such as rutting, cracking, loss of bond between the surfacing system and steel deck.

In the Netherlands an asphaltic surfacing structure mostly consists of two structural layers. The upper layer consists of Porous Asphalt (PA) for noise reduc-tion. The lower layer is Guss Asphalt (GA). Earlier investigations have shown that the bonding strength of membrane layers to the surrounding materials has a strong influence on the structural response of ortho-tropic steel bridge decks. The most important require-ment for the application of membrane materials is that the membrane adhesive layer shall be able to provide sufficient bond to the surrounding materials.

The Rijkswaterstaat Centre for Traffic and Navigation (DVS) of the Ministry of Transport, Public Works and Water Management commissioned Delft University of Technology to investigate the performance of various commercially available membranes.

Experimental and Numerical Characterization of Membrane Adhesive Bonding Strength on Orthotropic Steel Deck Bridges



Student: S. LeursThesis Committee: Prof.dr.ir. K. van Breugel, Dr. O Copuroglu MSc, Prof.dr.ir. H.E.J.G. Schlangen,

Dr.ir. L.A. van Paassen, Ir. J.W.M. Bovend’Eerdt, Ir. L.J.M. Houben


As with every research project, this project also brings forth its own

remarks and recommendations for improvement. Carbonation seems

important in regards to FSS on BFS concrete. However, it was not

possible to test the carbonated specimens until a large amount of cycles,

because leakage appeared early in the process. Leakage does influ-

ence the amount of testing liquid present at the test surface, which has

certainly influence on the scaling behaviour. Slag concrete and especially

carbonated slag concrete has in the beginning a very fast scaling rate

which decreases in time. It is probably better to change this reference

method to another method such as CDF. CDF has however the disad-

vantage that it is somewhat less realistic. In this method the de-icing

solution is present at the bottom of the specimen, in reality it is on top.

Furthermore, the temperature cycle is 12 hours instead of 24 hours in

reality and in slab-test. This could influence the results. In this thesis a

recommendation is made to adapt this temperature cycle to 24 hours.

Of course the test could also be adapted the other way around. One can

use the sample preparation and layout of the CDF test and test them

in a slab-test device. Another aspect in regards to the relevance with

Dutch practice is the minimum temperature. Within the slab-test, but

also within the CDF test, the temperature decreases to -20°C, while in

the Dutch climate this is almost never reached. The fast cooling rate, the

minimum temperature and the time at the minimum temperature could

influence the test results according to the literature. It is recommended

to adapt the temperature cycle to the Dutch climate, scaling is only

an aesthetical damage. A last remark for concrete mix design is about

the code (NEN 8005). The code is limited to wcr and cement content

(in combination with the application of air-entraining agent), while

the type of cement also has some large influences. The code does not

consider this. To make this research applicable in the building practice

and to incorporate the cement type in the codes, a point system can be

introduced. The point system gives us an opportunity to determine the

risks in regards to FSS resistance. Within this point system an optimal

mixture for slag concrete can be designed for FSS resistance, also taking

into consideration the type of cement that is used, which was eventually

the goal of this project.

Due to changing climate conditions that cause longer winters in the

Netherlands, frost damage in concrete occurs more often. These longer

winters go hand in hand with an increase in de-icing salt usage. De-icing

salt can cause damage, especially in Blast Furnace Slag (BFS) concrete.

The main goal of this study is to investigate important concrete mix

design parameters with regard to their effect on the Frost Salt Scaling

(FSS) resistance. Eventually, the idea is to come to an optimal slag

content and optimize the slag concrete mix characteristics to guarantee

a better FSS resistance. Several parameters are influencing FSS. The

main focus is upon the slag content in relation to scaling, considering

the large market share of this type of cement at the Dutch market.

Within this context some other parameters that have been reviewed are

varied (including water to cement ratio, carbonation, application of air-

entraining agent and the cement content). Tests are conducted using the

so-called slab-test (which is the reference method in the Netherlands as

described in NPR-CEN/TS 12390-9).

Before conducting the research, considering the experiences in practice

and in literature, an exponential correlation between slag content and

scaling was expected, meaning an increase in the amount of scaling with

higher slag content. With all specimens the expected behaviour indeed

occurred, but while the amount of cycles increased a turning-point

occurs and at the end even 100% Portland cement (OPC) shows most

scaling. The turning-point occurs earlier when a higher water to cement

ratio (wcr) was used. With a higher wcr, the FSS resistance of concrete

is in general worse. It is thought that scaling in BFS concrete increases

due to the process of carbonation (chemical reaction between CO2 in

the air and the concrete components, CH and C-S-H). To test this, the

specimens are stored in an indoor environment for four months to give

them the opportunity to carbonate. Severe scaling indeed occurred with

the carbonated concrete specimens. By differentiating between cement

contents, lower cement content showed less scaling. Although the

amount of data is limited in this research, an optimum cement content

seems to exist. When looking at NEN8005, a minimum cement content

is described. Instead of a minimum, a maximum cement content should

be recommended in view of this results. An improvement of FSS resist-

ance by using an air-entraining agent was expected on forehand. This

hypothesis is accepted. It seems that more improvement is reached by

using air-entraining with higher wcr.

Frost Salt Scaling of Blast Furnace Slag concrete



Student: I. ScholsThesis Committee: Prof.dr.ir. J.C. Walraven, Dr.ir. C.R. Braam, Dr.ir. C.B.M. Blom, Dr.ir. M.A.N. Hendriks,

Dr.ir. A.H.J.M. Vervuurt, Ir. L.J.M. Houben


Due to the settlement line, a certain force distribution is present at the Kiltunnel. This distribution depends on various tunnel characteristics. Important ones are the water depth above the tunnel, the tunnel measure-ments, the bearing conditions at the abutments and the material parameters of concrete and reinforcing steel at the time being. Due to the water pressure, a normal force is present at the cross-section of the tunnel. The value of this normal force decreases with the ageing of the tunnel due to relaxation of the water sealing profile (GINA) and shrinkage and creep of the concrete. The value of the normal force influences the joint stiffness and the degree of friction between two segments. The normal force appears to be a decisive factor considering force transferring at the segment joints and ultimate capacity of these. The coefficient of friction is another important factor. Its value is uncertain since there is no information available about the method of execution of the segment construction. That among other indi-cates the necessity of documenting information about structures.

From 2D finite element analysis, the connection between the floor plate and the mid wall appears to be a weak link in the tunnel design. The same holds for the connection between the roof plate and the mid wall. For the outer walls, no appropriate analysis can be made in 2D. Despite this, for the author it is most likely that the leakage at the Kiltunnel arose due to the weak connection between the floor plate and the outer wall and not due to a broken tooth structure as revealed the Rijkswaterstaat research. Several factors assist the author’s statement.

In 2001, a leakage was noted at a segment joint near the outer wall at floor level at the immersed tunnel the Kiltunnel near Dordrecht. A research from Rijkswaterstaat pointed a broken tooth structure as a result of soil-settlements as the cause. Regarding the settlement related problems at the Kiltunnel and at other immersed tunnels as well, and thereby noticing the ageing of these, it is unsure to what extent the functioning of the tunnels is in danger due to the soil-settlements. The segment joint can hereby be desig-nated as most vulnerable part of the tunnel structure.

From settlement measurements of different immersed tunnels, it is noticed that they undergo a considerably larger amount of settlement than was presumed at their design. Moreover, the settlement line of the tunnel in practice doesn’t appear to be in the form of a chain as expected. The Kiltunnel is the most striking example regarding the two aforementioned aspects and is there-fore taken as a case study to elaborate and determine the segment joint capacity.

Segment-joint capacity of the Kiltunnel

3.


Hydraulic Engineering

34 |

3 Hydraulic Engineering


Process-based modelling of the Maumusson inlet (France)Interaction between inlet, ebb-delta and adjacent shoreline

In 2010, a realignment of the main channel of the Maumusson inlet, France, is observed. This breach of the ebb-delta is observed not long after a severe storm that afflicted the Charente-Maritime region in February 2010; Xynthia. A strong link between the breach and the Xynthia storm is expected: a storm event driven breach. In order to assess this hypothesis the impact of the Xynthia storm and the breaching process is inves-tigated by use of a process-based numerical model, Delft3D.

Two possible options for the breach are initiated, namely event-driven or a long-term development where the flow through the inlet becomes inefficient. In order to assess the two time scales, two scenarios are introduced for the numerical model; long (10 years) and short term (Xynthia storm). Hardly any input reduction is applied to the short-term scenario while the long-term scenario suffers extensive wave input reduction and the use of a morphological acceleration factor in the view of computational efficiency.

Following the qualitative analysis; the results are in the line of expectations. The impact of the Xynthia storm turns out to be rather limited. During the long-term development of the ebb-delta (deflection of the main channel and elongation of the bypassing bar) the impact of the Xynthia storm event increases. When spill channels form and the ebb-delta is tending to breach, the impact of the Xynthia storm drops relatively rapid. In the long-term scenario, deflection of the main channel southwards is observed and simultaneously the bypassing bar elongated in the same direction. Finally, the flow through the inlet becomes inefficient and spill channels start to develop. The location of the new main channel is betrayed by the ebb and flood-tidal flows, making the bypassing bar relatively narrow on a specific location.

Breaching of the ebb-delta at the Maumusson inlet is not caused by the 2010 storm driven event but was part of cyclic behaviour with an expected turnaround time in the order of decades. As a result, the littoral drift is significantly reduced by the new orientation of the main channel.

Student: E.W.J. BergsmaThesis Committee: Prof.dr.ir. M.J.F. Stive, Ir. D.J.R. Walstra, Ir. A.P. Luijendijk, Dr. X. Bertin, dr. J.E.A. Storms

For further information please contact the section Hydraulic Engineering, 015-2783348Email: [email protected]

35 |



This research focuses on the hydraulic loads from a bow thruster on an inclining slope with piles. Methods to determine hydraulic loads from propeller jets and bow thrusters are provided in the literature. Bow thrusters at open quay constructions on piles have not been investigated yet, and available engineering guidelines are based on free non-ducted propeller jets without piles on a slope. Scale model tests were performed to provide details about the hydraulic loads in such situa-tions and as result, recommendations are provided for engineering purpose.

Open quay constructions on an inclining slope with pile foundation penetrating the slope are commonly used in ports, besides vertical quay walls. Propeller jets from mooring vessels may induce scouring of bed material. Estimation of scour holes and the design of bed protec-tion require details about the hydraulic loads due to propeller jets. This research focuses on the hydraulic loads due to bow thrusters. Bow thrusters are mounted near the bow of vessels and enhance manoeuvring by inducing a transversal thrust force. Bow thrusters are mainly used for mooring manoeuvres in ports and the resulting jet flow commonly reaches up to quay constructions. Main propellers and stern thrusters are not explicitly included in this research.

Ten scenarios were tested using scale model tests. Starting point was a 7000 TEU container vessel, with a 2.75 metre bow thruster diameter. This vessel and an open quay construction on piles were scaled using a length scale factor 25. In the Delft University’s Laboratory of Fluid Mechanics, a basin of 10 by 2 metres was used to test the ten different scenarios. The measurements resulted in a large dataset, which covered more than 2200 measurement locations, each consisting of a few thousand samples that were acquired using the ADV. The hydraulic loads in the scale model tests consisted only of the load by the bow thruster, whereas waves and other bed loads were not included.

Results are presented for each scenario, containing mean velocities and turbulence intensities. Analysis of each scenario resulted in several aspects that were not taken in consideration in former research. Conclusions to incorporate in current engineering guidelines are provided, with in addition, recommendations for further research. All original data and calculation scripts were saved and attached to this thesis to ensure the repro-ducibility of the performed tests.

The nowadays ‘Dutch’ engineering guideline is analysed and compared to the measurements. Concluding, the current design method underestimates the hydraulic loads as measured. This does not imply direct failure of existing bed protections, however, unexpected damage may occur. Further research with erodible bed protec-tion is recommended to verify the conclusions in this thesis. Recommendations for further research and new coefficients to use in current engineering guidelines are provided in this thesis.

Bow Thruster Currents at Open Quay Constructions on Piles

Student: R. van DoornThesis Committee: Prof.ir. T. Vellinga, Prof.dr.ir. W.S.J. Uijttewaal, Ir. H.J. Verheij, Ir. H.J. Verhagen, Ir. T. Blokland


36 |



Nourishing intertidal foreshore: Improving safety and nature

After extensive flooding in 1953, Deltaworks were constructed to protect the Southwest delta in the Netherlands. In the Eastern Scheldt the connection to the North Sea was regulated by an open storm surge barrier and two compartment dams. These decreased the tidal volume and consequently tidal flats are eroding and disappear under water. The intertidal flats and shoals have two important functions in the basin. Firstly, they are valuable habitat and foraging grounds for wading bird species. A second function of intertidal foreshores is to reduce the wave attack on surrounding water barriers. In front of the Oesterdam Rijkswaterstaat has started a pilot project called “the Oesterdam safety buffer‟ to find a solution to the erosion problems. This report investigates several solutions for this foreshore nourishment.

In total seven different designs have been evaluated in this report. Four different design strategies have been found in a workshop namely, a high dune, a buffer, an equally spread flat nourishment and finally a wave breaking ridge. For all these strategies different profiles have been dimensioned. To model the morphological development of the profiles a 1D morphological model called XBeach has been used. A safety check for the design conditions (1/4000yr) has been done both for the initial profiles, as designed, and for the final profiles at the end of their 50years lifetime. To calculate the overtopping over the Oesterdam the program PC-Overslag has been used. Results showed that all nourishment designs give a smaller overtopping volume of the dam and thus create safety. Final evaluation of the designs showed that a Flat foreshore nourishment combines a solution for nature and safety.

Student: L. de GraafThesis Committee: Prof.dr.ir. M.J.F. Stive, Ir. J.G. de Ronde, Dr.ir. J.S.M. van Thiel-de Vries, Ir. M. Eelkema,

N.D. Volp, Prof.dr.ir. G.S. Stelling, Dr. V. Chua,


37 |



The Wash estuary is situated at the English east coast. Covering an area of approximately 615 km2, the Wash estuary is among the largest estuaries in the United Kingdom. The estuary is characterized by deep chan-nels alternating with large intertidal sand-banks and mudflats, while the coastline for a large part is fringed by extensive salt marshes. The relatively large tidal range (4.70 m) results in a very dynamic environment, because of which the estuary is considered one of Europe’s most valuable nature areas. Adjacent to the Wash estuary the Fenlands are situated, a low lying area covering almost 3900 km2. Centuries of large scale land reclamations created this largely engineered land-scape. The Fenlands have a low population density and consist of mostly agricultural land.

Within the last hundred years several coastal flood disasters and near flood disasters have occurred in the area. According to the UK Government the flood protec-tion level of the hinterland is adequate, however in view of the predicted climate changes part of the local popu-lation disagrees. The Wash Tidal Barrier Corporation has proposed to build a privately funded storm surge barrier across the Wash estuary. For the project to be profitable a tidal power plant is to be included.

This thesis focuses on establishing the technical and economical feasibility of the combined structure, taking into account the effect of the barrier on the tidal ampli-tude within the basin by means of an storage basin approach. Furthermore the present value of the reve-

nues from the generated energy and enhanced flood protection level are computed, as are the investment costs over the structures lifetime.

After careful consideration, an ebb generation scheme, equipped with 97 bulb turbines and 225 sluices turned out to be the most optimal design. The tidal power plant has an installed power of 940 MW and an esti-mated annual energy yield of 2945 GWh. The turbines have a diameter of 8 m. The barrier line running roughly from Friskney to Heacham was found to be the most suited alternative, as the deepest parts of the Lynn Deeps are avoided.

The main conclusions are, that technically it is feasible to construct a tidal power plant within the Wash estuary. Also the construction of a storm surge barrier across the mouth of the estuary is technically possible. However the computed break-even energy prices lie not within the price range (8-11p/kWh) for which the project is competitive with other low carbon energy sources. Hence, the project is considered to be not economical feasible.

Flood protection and marine power in the Wash estuary, United Kingdom“Technical and economical feasibility study”

Student: B. HofschreuderThesis Committee: Prof.drs.ir. J.K. Vrijling, Ir. W.F. Molenaar , Dr.ir. R.J. Labeur , Ir. L.F. Mooyaart


38 |



Impact Assessment of Extreme Storm Events Using a Bayesian Network

The most densely populated and economical most valuable areas in The Netherlands lie below mean sea level. These areas are protected against the sea by a coastal dune system. The vital importance of this dune system is reflected in the extensive collection of Dutch legal regulations that ensure the safety level of the dunes. Current safety assessment method for dunes, prescribed by these regulations, is based on conducting large numbers (thousands) of simulations to estimate dune erosion at individual locations along the Dutch coast. With the use of more complex dune-erosion models (i.e. Xbeach; Roelvink et al. (2009)) in the safety assessment, the method gets computation-ally more intensive. This means that conducting large numbers of simulations for a dune safety assessment are not feasible. Therefore new probabilistic approaches (e.g., Bayesian approach) are needed in order to apply state-of-the-art insights and models for dune erosion in a safety assessment.

AimThe aim of this study was to gain an insight in the applicability of the Bayesian network approach for dune safety assessment against extreme storm events on the Dutch coast.

MethodFirst a database was generated that serves as input to the Bayesian network. The content of this database is obtained in a way similar to current assessment method. This means, data-sources (wave conditions, bottom profiles) and the dune-erosion model (duros+; Vellinga (1986), van Gent et al. (2008)) to simulate the dune erosion process were equal. Qualitatively the Bayesian network is represented by nodes (variables) and arrows (relations). Variables and relations were selected such, they were physically related to the dune erosion process and could be obtained out of the data-base. Quantitatively the Bayesian network is described by a conditional probability table defined by a expecta-tion-maximization training algorithm. For this training process, cases (a case is a record in the database and represents a storm event) out of the dataset were selected. Sensitivity analysis of the required number of

training data, as well the determining variable of this Bayesian network were made.

ResultsResults show the Bayesian network is capable of reproducing the dune erosion process (given this set of data) for 89%. The loss in skill is a consequence of the discretization of the variables in the Bayesian network. The number of training-cases needed to make reliable predictions that are more accurate then predictions made with the use of the prior probability, is approxi-mately 5,000 cases.Results of the sensitivity analysis indicates water level information is a determining term regarding the predic-tion skill. However, when other hydraulic conditions (wave height, peak period) were known the water level was redundant. Indicating water level information is captured by the variables wave height and/or peak period. Dune erosion volumes predictions for locations at the Holland coast, shows a high amount of uncer-tainty and results in unreliable predictions (negative log-likelihood ratio) when using a Bayesian network trained on cases representing the Wadden coast. Probably coastal features between both coastal regions are too diverse. Furthermore, a Bayesian network is a useful tool to improve insight into data. Expected rela-tions between variables can be investigated and visual-ized in the Bayesian network immediately.

Student: D. KnippingThesis Committee: Prof.dr.ir. M.J.F. Stive, Dr.ir. P.H.A.J.M van Gelder, Dr.ir. J.E.A. Storms,

Dr.ir. J.S.M van Thiel de Vries, Drs. F. Baart, Ir. C. den Heijer, Dr. N.G. Plant


39 |



Door toename van omvang van de zeescheepvaart en door schaalvergroting in de zeevaart zal de zeetoegang IJmuiden over enkele jaren niet meer voldoen aan de eisen. Er zal daarom een nieuwe en grotere sluis worden aangelegd in het bestaande sluizencomplex. In een locatiestudie uitgevoerd door Rijkswaterstaat is vastgesteld dat de beste locatie voor de nieuwe sluis zal zijn tussen de aanwezige Middensluis en Noordersluis. De beschikbare ruimte voor de nieuwe sluis is daarom beperkt.

Een rechte roldeur, die normaal bij brede zeesluizen wordt toegepast, is door de grote noodzakelijke breedte naast de sluiskolk niet mogelijk in de nieuwe zeesluis. Uit een variantenstudie naar mogelijke sluisdeuren voor de nieuwe zeesluis in IJmuiden bleek de gekromde roldeur het gunstigst uit de multicriteria-analyse te komen. Vervolgens is een onderzoek gedaan naar het toe te passen steunpunt voor de gekromde roldeur. Mogelijke opties waren steunpunten loodrecht op de deur, loodrecht op de doorvaart en in de richting van de boog. Bij een oplegging in de richting van de boog worden de krachten in de boog geminimaliseerd, daarentegen zijn de krachten in het sluishoofd groot en moeten zware pinnen worden toegepast om de deur te fixeren in de richting van de boog.In geval van steunpunten loodrecht op de doorvaart treden er grotere momenten op in de deur en is er alsnog een ingewikkelder systeem noodzakelijk die de deur zal inklemmen tussen de deurkas/deurnis lood-recht op de doorvaart. Bij de derde optie, een oplegging loodrecht op de deur, treden de grootste momenten op in de deur. Het bewegingswerk en de oplegging daarentegen kunnen simpel worden uitgevoerd waar-door bewezen technieken kunnen worden toegepast. Gekozen is daarom voor de steunpunten loodrecht op de deur.

Er is een ontwerp gemaakt voor de gekromde roldeur met steunpunten loodrecht op de deur. De hoofdcon-structie bestaat uit 9 horizontale liggers aan de binnen- en buitenzijde van de sluisdeur. Deze horizontale liggers zijn per laag met elkaar verbonden door middel van horizontale vakwerken. Daarnaast worden drijfkisten in de gekromde roldeur toegepast om het eigengewicht van de deur tijdens verplaatsen te reduceren en om in geval van onderhoud de deur drijvend te kunnen verwisselen met de reserve deuren. De nivelleer-schuiven bevinden zich onder de drijfkisten. Ter plaatse van de drijfkisten en de nivelleerschuiven zijn de horizontale vakwerken vervangen door platen verstijfd met troggen. Aan de binnen-en buitenzijde van de deur is een huidplaat verstijfd met troggen aange-bracht om positief en negatief verval te kunnen keren. De troggen zijn verticaal aangebracht en worden onder-broken door de horizontale liggers. Het ontwerp is vergeleken met het ontwerp van een puntdeur en sectordeur. Uit deze vergelijking blijkt dat de gekromde roldeur qua kosten, afmetingen en bewegingswerk gunstiger is dan de sectordeur en puntdeur. De stichtingskosten voor de sluisdeur en het bewegingswerk samen zijn ongeveer 115 miljoen euro. Dit is lager dan de stichtingskosten van de puntdeuren en sectordeuren met bewegingswerk. Vooral in opper-vlaktebeslag is de gekromde roldeur een stuk gunstiger dan de puntdeur en de sectordeur. De gekromde roldeur neemt qua oppervlak weinig ruimte in en is daardoor een goed alternatief voor de rechte roldeur om grote sluiskolkbreedtes te overspanning wanneer weinig ruimte aanwezig is of ruimte erg schaars is.

Ontwerp gekromde roldeur Nieuwe Zeesluis IJmuiden

Student: B.M.I. van KortenhofThesis Committee: Prof.ir. F.S.K. Bijlaard, Prof.drs.ir. J.K. Vrijling


40 |



Decision alternatives for the safety of the Eastern ScheldtWill it be cost-effective to remove the Eastern Scheldt storm surge

barrier in case in sea level rise?

After the construction of the Eastern Scheldt storm surge barrier in 1986, the dike-rings around the Eastern Scheldt are prevented from floods with at least an exceeding probability of 1/4000 year. However, sea level rise may be a problem in the future for the safety of the Eastern Scheldt. Beside of that, the tidal flats are currently eroding due to the construction of the barrier.Because of these problems the ‘Deltacommissie 2008’ poses that the barrier has to be removed after 2050. This study focuses on decision alternatives for the Eastern Scheldt. Two alternatives are investigated; (1) to maintain the barrier and (2) to remove the barrier. These alternatives are investigated for the current sea level, a sea level rise of 0,5m and a sea level rise of 1,0m. The alternatives are assessed by calculating the total costs.

From this study it appeared that the dikes around the Eastern Scheldt don’t have to be heightened if the barrier will be maintained. However, when the barrier is removed the dikes have to be heightened. Also piping-preventing measures have to be taken. The amount of dike heightening is calculated based on two principles: (1) the current safety standard and (2) a cost-benefit analysis.

It appeared that maintaining the barrier is the best alternative with respect to costs. Even in case that the barrier has to be adapted at sea level rise, maintaining the barrier will be cheaper. However, the tidal flats in the Eastern Scheldt will almost disappear in the future when the barrier will be maintained. It is calculated that doing sand suppletion is cheaper than removing the barrier.

Student: W.J. LeeuwdrentThesis Committee: Prof.drs.ir. J.K. Vrijling, Dr.ir. S.N. Jonkman, Dr.ir. J.S. Timmermans, Ir. M.H.P. Jansen,

Ir. M.J.J. Boon


41 |



The south-western delta of the Netherlands has under-gone big changes in the period 1960till nowadays. Several dams have been constructed to guarantee the safety of Zeeland in thecontext of the Deltaworks. Especially the Oosterschelde storm surge barrier has influenced the hydrodynamics in the Oosterschelde. The basin area of the Oosterschelde, the tidal prism, the tidal range and the tidal currents changed as a consequence of the Deltaworks. Due to the flow and sediment exchange reduction by the storm surge barrier, the Oosterschelde basin is not in morpho-logical equilibrium nowadays and in need of sediment. The consequence of the lack of sediment is a redistribu-tion of the sediment inside the basin. The lack of sedi-ment in the channels is filled in by a supply from the shoals, causing loss of intertidal area. Which in turn has detrimental effects on the ecology, shipping, recreation, fishery and dike maintenance.

The research objective of this thesis is to determine the new hydrodynamic and morphodynamic situation in case the Oosterschelde storm surge barrier is removed, with emphasis on the development of the intertidal area. To reach the objectives of this study a literature study is performed which describes the impact of the Deltaworks. An analytical model is developed to eval-uate the effect of the Philipsdam and Oesterdam on the hydrodynamics in the Oosterschelde when the barrier is removed. Besides that a Delft3D model, the Kustzuid model, is used to determine the effect of bathymetric changes, removal of the barrier and realignment of the basin. Several adaptations have been made to the Kustzuid model to improve the performances

A theory by [Friedrichs and Aubrey, 1988] is used to analyse the distortion of the water level and discharge signal. The applied theory uses the relative phase of the M2 and M4 component to indicate the asymmetry. Removal of the barrier causes an increase of the tidal range by 10 to 20%. This is indicated both by the analytical model as by the Delft3D model. The tidal range will not get as large as it was before the Deltaworks. Removal of the barrier will cause an increase of the tidal prism and strengthen the ebb

dominance of the basin. Besides that shoal build up will be enforced by the higher current velocities.Simulations with different bathymetries dating from 1983, 2008 and 2100 indicate that theloss of sediment from the shoals to the channels leads to a less ebb dominant system. A slightly less ebb-domi-nant system is found in 2008 compared to the 1983 scenario. Ongoing loss of sediment from the intertidal area leads to a scenario without intertidal ats in 2100. In the 2100 scenario without barrier the system gets ood dominant in the eastern parts of the basin. Flood dominance throughout the entire basin is found when the barrier is still in place in 2100.

Large scale realignment of the Oosterschelde is simu-lated by adding intertidal area to theOosterschelde without increasing the channel volume. These simulations show increased ebbdominance, leading to export of sediment. The set back of part of the dikes will increase the flow velocities inside the basin, however not enough to cause shoal build up. When the barrier is removed in combination with realignment, shoal build up will occur. Based on empir-ical relations, realignment of the Oosterschelde is not expected to have a large e_ect on the relative flat area.

Effect of removal of the Oosterschelde storm surge barrier

Student: P.D. de PaterThesis Committee: Prof.dr.ir. M.J.F. Stive, Prof.dr.ir. Z.B. Wang, Dr.ir. R.J. Labeur, Dr.Ir. A. Hibma, Ir. M. Eelkema


42 |



Morphodynamics of mega-nourishmentIntegrated model approach for the design and management of

mega-nourishment

In 2003, a first proposal for identification of seaward development,

preliminary in combination with residential building, was presented

in the Chamber of Deputies and within the States-Provincial (South-

Holland), by respectively Geluk and Waterman. In response to this

proposition, the ministry started an investigation, but concluded there

was no support for seaward development financed through residential

housing. Consequently, the initial proposal was adjusted. A feasibility

analysis was made for seaward extension together with extensive

possibilities for nature and recreation. A follow-up investigation (2005)

indicated a large need for nature and recreation in the conurbation of

Western Holland. In 2006, commission Tielrooij urged the necessity of

a combined approach of the Delfland coast for sustainable long-term

flood protection with expanding spatial qualities. The commission recom-

mended a research into innovative civil methods for sustainable flood

protection and expanding spatial qualities, among which mega-nourish-

ment is recommended.

In April 2008, an agreement is signed, by all concerning governmental

stakeholders, for coastal expansion according to the principle “Building

with Nature”. This agreement enables the start of a process to examine

and investigate the execution of a so-called “Zandmotor” (hereafter

sand-engine) at the Delfland coast.

Begin 2009, the Environmental Impact Assessment “pilot project

sand-engine” was published, in autumn 2009 the decision was finished

regarding the financial costs for the Province and the Department of

Waterways and Public Works. In March 2011, the execution of the sand-

engine started near the Delfland coast.

EIA, based on long-term morphodynamic prediction

The Environmental Impact Assessment for the pilot project the sand-

engine is based on long-term morphodynamic predictions, made with a

single numerical software model called Delft3D. This model calculated

the morphological development of the sand-engine for 20 years in

advance, using average hydrodynamic conditions.

After the EIA and during the construction of the sand-engine new prob-

lems and questions arose among stakeholders concerning e.g. ground-

water flow, swimming safety, impact storm events, aeolian transports,

etc. These uncertainties were not modeled and simulated, and are not

included in the EIA.

Idealized model approach

Because there was a lack of an integrated design approach during the

EIA phase of the sand-engine, this thesis includes an idealized design

approach for mega-nourishments. Due to this idealized design approach

multiple physical processes can be integrated using several numerical

models for accurate long-term modeling of mega-nourishments. One

integration, in this idealized design approach, concerns the impact of

storm events within long-term morphological predictions. The integra-

tion of storm events within long-term morphodynamic predictions, is

made possible within this thesis, by coupling two numerical software

models, Delft3D and XBeach. Delft3D functions as base core, generating

long-term morphodynamic predictions, and via XBeach, storm events are

simulated at several points in time.

Impact storm events on long-term morphodynamics

For the assessment of the impact of storm events on the morphological

development of the sand-engine, a reference scenario is made for

comparison. The reference case predicts the morphological develop-

ment of the sand-engine with average hydrodynamics for five years in

advance. Compared to the reference case, storm events substantially

increase the morphodynamic process of the sand-engine. Multiple milt

annual storm events (1/1 year) have more impact than a single severe

storm event (1/100 year). During severe storm events (1/100 year and

1/1000 year) the pronounced hooked shape of the sand-engine remains

intact. However, during severe storm events, especially after some

years, the spit of the sand-engine becomes sensitive for breaching.

Student: T. PekkerietThesis Committee: Prof.dr.ir. M.J.F. Stive, Dr.ir. J.S.M. van Thiel-de Vries, Ir. A.P. Luijendijk, Dr. J.P.M. Mulder,

Drs. K.J.A. Oome, Dr.ir. S.G.J. Aarninkhof, Dr.ir. G.J. de Boer


43 |



Sand-mud segregationTidal inlet systems, as found in the Dutch Wadden Sea, often feature both sand and mud. Due to differences in sediment properties, sand and mud particles respond different to identical forcing conditions, like short waves and tidal currents. Because of this, sand and mud can get transported to different locations. This process is referred to by sand-mud segregation. Sand-mud segre-gation can have considerable influences on bathymetry, potential pollution and flora & fauna. It is because of these aspects that predictions on sand-mud segregation are needed.

Problems with predicting sand-mud segregation

To predict sand-mud segregation, commonly for a practical scenario, a morphodynamic model can be used. Though, modelling a practical scenario often comprises a complex bathymetry and various non-linear processes, that contribute to sand-mud segregation, occur. Because of this, practical sand-mud segregation models are often hard to understand, give little insight in the overall processes and discrepancies with reality are often found within the results. These problems can be overcome by considering a schematized scenario, where only the overall forcing conditions (tidal currents and short waves) are considered, along with a schema-tized bathymetry and geometry.

Simulating large-scale spatial sand-mud segregation

By considering a schematized scenario of the Amelander tidal inlet system, the large-scale sand-mud segrega-tion patterns can be reproduced. It is found, e.g. in observations from the field and theoretical descrip-tions, that mud is commonly found in less hydrodynamic active areas (as long as mud is available). Within the Amelander tidal inlet system, mud is therefore found in the shallow intertidal areas, far from the deeper hydrodynamically active areas, like the tidal inlet and tidal channels. The schematized process-based model (a newly developed sand-mud version of Delft3D, which accounts for (non) cohesive regimes, a layered stra-tigraphy and consolidation lag) also reproduces these

large-scale spatial sand-mud segregation patterns, with the schematized process-based approach.

Classifying large-scale spatial sand-mud segregation

By combining the schematized model approach with variations in relative forcing domination (by tidal currents or short waves), various scenarios can be considered. From observations in the field and associ-ated sand-mud segregation theory, one always expects mud deposition in less hydrodynamically active areas. Given the properties of tidal currents and short waves, it is hypothesized that mud is commonly found in deeper/shallow areas, respectively for a relative domi-nance of tidal currents/short waves. Results from the schematized process-based model support this hypoth-esis. Mud is transported to deeper areas when short wave domination is imposed, while mud is commonly found in shallow areas for a tidally dominated system.

ConclusionsA schematized process-based sand-mud segregation model is able to reproduce large-scale spatial sand-mud segregation patterns for a practical case (the Amelander tidal inlet system). Furthermore, a classification can be set up, relating these large-scale spatial sand-mud segregation patterns to relative forcing dominance (from tidal currents or short waves), which is based on observations, theory and the schematized process-based model. This classification is found in the attached figure.

Simulating & classifying large-scale spatial sand-mud segregationUsing a process-based model for a tidal inlet system

Student: F. ScheelThesis Committee: Prof.dr.ir. M.J.F. Stive, Prof.dr.ir. Z.B. Wang, Dr.ir. M. van Ledden, Dr.ir. B.C. van Prooijen


44 |



Alternate-bar formation under superresonant conditionsA nonlinear numerical analysis

IntroductionLocal geometrical perturbations in alluvial channels can generate a pattern of alternate bars. Each bar is accom-panied by a pool at the other side of the channel. This pool can decrease the strength of the bank, which can result in bank failure and bars can hinder navigation. Furthermore, non-migrating alternate bars are consid-ered to be a possible cause of meandering. Previous linear analyses and laboratory experiments showed that these bars arise downstream of perturbations in the relatively narrow and deep channels corresponding to subresonant conditions, but both upstream and downstream of perturbations in the relatively wide and shallow channels corresponding to superresonant condi-tions. Previous numerical computations reproduced alternate bars under subresonant conditions, but failed to do so under superresonant conditions until the recent 2D depth-averaged computations by Van der Meer et al. (2011) using Delft3D.

ValidationThis study is an advance on the former modelling work of van der Meer et al. and has the objective to assess to what extent the numerical results agree with linear theory and experimental observations and to inves-tigate the development of bars upstream of a bend under superresonant conditions.Zolezzi et al. (2005) conducted three superresonant experiments in a U-curved flume. Downstream of the bend, the numerical model and experimental observations clearly matched. The numerical model, however, was not able to repro-duce the development of non-migrating alternate bars upstream of the bend at the experimental conditions. It appeared that the point of resonance was over-predicted by the numerical model. The observed wave lengths and bed-topography spectra complied with the literature.

Numerical analysisThe numerical simulations were unstable for realistic values of the horizontal eddy viscosity(O(10-5 m2/s) for small-scale models). The latter was therefore increased to stabilize the simulations. This increase was the cause of overpredicting the point of

resonance by the numerical model. For the bedload transport procedure Delft3D offers two options, the ‘upwind’ procedure and the ‘central’ procedure. The former introduces numerical diffusion, whereas the latter is less stable. The shortening of bars for large width-to-depth ratios, as observed by Van der Meer et al. (2011), is probably the result of numerical diffusion. The ‘upwind’ procedure causes sediment deposits and scour to be concentrated near the banks, because the higher modes (for example the central mode) within the alternate-bar spectrum were damped. Therefore ‘upwind’ bar peaks are higher and can become inactive, because these bars run dry before they are fully devel-oped and consequently have a smaller wave length.

Alternate-bar formationThe alternate-bar pattern upstream of the bend under superresonant conditions was found to develop from downstream to upstream, in accordance with linear theory, only if no perturbation was applied at the upstream boundary. A development from upstream to downstream dominated in case of a perturbed upstream boundary. The computed alternate bars migrated invariably downstream, under both superresonant and subresonant conditions. I ascribe this to nonlinear effects, since the bars did migrate upstream under superresonant conditions, in accordance with linear theory, as long as their amplitudes were very small.

RecommendationsThis study has shown that alternate-bar formation cannot be solely understood from linear equations. It seems therefore recommendable to investigate the contribution of non-linear effects in a more quanti-tative way. The numerical model can become more accurate by improving the transverse bed slope effect formulation.

Student: W. VerbruggenThesis Committee: Prof.dr.ir. H.J. de Vriend, Dr.ir. E. Mosselman, Dr.ir. C.J. Sloff, Dr.ir. G. Zolezzi , Dr.ir. R.J. Labeur


45 |



Student: R.C. de ZeeuwThesis Committee: Prof.dr.ir. M.J.F. Stive, Prof. J.A. Roelvink, Ir. M.A. de Schipper, Ir. M. Henriquez,

Dr.ir. G.J. de Boer


BackgroundBeach and foreshore nourishments as executed widely along the Dutch coast change the near shore morphology and current patterns significantly, creating sometimes entirely new dynamic coastlines. This major impact drastically changes the currents swimmers and lifeguards were familiar with, leading to concerns and uncertainty towards the beach season after construction.

In this thesis the impact of nourishments on swimmer safety was assessed for the nourishment of Scheveningen beach in 2010 using: • Lifeguard report statistics and regular lifeguard

surveys prior to and during the season after construction of the nourishment.

• Detailed lagrangian measurements of the nearshore currents and bathymetry in the very shallow nearshore prior and post construction at groyned and nourished beaches,

LifeguardsA monitoring campaign of the beach season of 2010 in The Hague was initiated in cooperation with the lifeguards. Experiences and observations of the life-guards with respect to swimmer safety on the groyned (unnourished) and groyneless (nourished) beach were discussed. Lifeguard reports of the rescue brigades of The Hague and ‘s Gravenzande (another rescue brigade on the frequently nourished Delfland Coast 13 km south of Scheveningen) were collected for a period of over 6 years to assess critical conditions and locations. Rescue research parameters (wind, waves, tide, temperature, cloud cover, precipitation amongst others) at times of the rescues were compared to seasonal occurrence of the parameters to investigate a causal relation between the parameters and swimmer safety.

MeasurementsDetailed lagrangian current measurements were performed on the groyned and groyneless (nourished) beach of Scheveningen, using GPS drifters. The meas-

urements took place for a selected set of conditions, which, according to the analysis of the lifeguard rescue reports, caused many rescues in the past. Bottom topography of the nourished beach was surveyed just before or after the current measurements using PWC (jetski) surveys around high tide and low wave energy conditions. The sub aqueous surveys were comple-mented with RTK GPS 4wd- and walking surveys on the sub aerial beach around low tide, giving a coverage from -5 to +3 m above MSL.

ConclusionsMeasurements reveal the importance of the long-shore current in assessing swimmer safety. Commonly beach safety is associated with rip currents, however, along the wind sea dominated Dutch coast with small vertical bathymetric variations, frequent nourishments and combined tidal, wind and wave driven alongshore currents reaching 1 m/s or more, rips are found to be only one part of beach safety. In a synthesis of measurement results and invento-ried swimmer safety aspects of the survey amongst the lifeguards seven criteria have been formulated to make a comprehensive assessment of swimmer safety, which are described in the report. Bars, troughs and rip channels • Longshore currents • Coastal structures • Rip currents • Predictability • Profile gradients • Alongshore coastline gradients

Two conceptual models for the occurrence of rip currents on groyned and groyneless beaches are presented.

Nearshore currents and swimmer safety in the Netherlands

46 |



Student: L.A. PhamThesis Committee: Prof. J.K. Vrijling, Dr. R.J. Labeur, Ir. W. Molenaar


The idea of this thesis is conceived from the global climate change phenomenon and the heating up of the earth that causes sea level rise. Extreme heat events are predicted to become more and more frequent, intense and longer lasting in the global scale. Consequently, changes in glaciers and icecaps: Glacial and permafrost melt from Greenland and Antarctica, snow on land; subsidence of sea bottom due to gas and oil extraction at the mainland cause sea level rise. In conditions of sea level rise due to climate changes, the phenomena of storms, hurricanes, waves, storm surges, flooding, tropical cyclones are likely getting more and more intensive and heavier which poses a serious global threat. History has seen a lot more severe hurricanes with increase in intensity and level of attack. There are several historic storms during the first decade of the 21st century, viz Ivan (2004) in the Caribbean, Katrina (2005) in the south east of the State, Nargis (2008) in Myanmar... Coastal and marine structures are directly exposed to hurricane generated waves, wind generated waves during their whole life of operation. This means that coastal protection structures like breakwaters and marine structures like jetty structures are the most vulnerable to sea level rise and climate changeViet Nam lies in the region of direct impact of sea level rise and climate change, especially in the East Sea where branches of Me Kong river run off. In the annual report on “Climate change and sea level rise in Viet Nam” MONRE has proposed 3 scenarios of sea level rise in the next 100 years viz. 60 cm (low emission scenario), 75 cm (medium emission scenario), 100 cm (high emission scenario). This study is implemented these 3 scenarios on 2 case studies of 2 sea ports: Nam Du deep sea port with researched structure is jetty structure and Tien Sa sea port with researched struc-ture is breakwater. The thesis focuses on the impact of waves and sea level rise on these two types of structures.

The objective of this report is to better understanding of how the hydraulic structure(breakwaters and jetties) be impacted by the rising sea level and waves in that SLR condition in the future; answer the question whether the designed structures are stable and functional enough to sustain with SLR. By the results from study, some conceptual recommendations will be proposed to account SLR in the future design.

The results of this report shows that jetty structures which are designed by Royal Haskoning (the Netherlands) are not touched by extreme maximum waves in 3 SLR scenarios. The structures themselves are designed included 30 cm of SLR and high enough for water not to transmit to the deck. However, Tien Sa breakwater is unstable if the sea level rises in next 100 years. The structure was not well designed enough to sustain with rising sea level and higher wave conditions. The solution for repairing is ballasting the caisson breakwater to 1m thickness or another proposing conceptual design is enlarging the caisson toe to 6m length to ensure the stability.

Impacts of waves and sea level rise on ports due to climate changeViet Nam sea port case study

3.a


Hydraulic Engineering– COMEM DomainCoastal and Marine Engineering and Management


3a

|

Hydraulic Engineering – COMEM Domain

Student: M.J. ArmstrongThesis Committee: Ir. Luijendijk, Dr.ir. A.P Van Thiel-de Vries, Ir. J.van Overeem, Prof.dr.ir. M.J.F. Stive,


This study evaluates the response and interaction mechanism(s) acting at a beach cell system with a focus under swell conditions and oblique waves typical of the west coast of Barbados. Using the Delft3D numerical model and a schematized section of coastline, a sensi-tivity analysis is conducted on parameters of interest to determine their effects on the sediment transport in the system. Delft3D was determined to be a valid tool to examine sediment transport in this type of system. Model results indicated that the most important param-eters governing the sediment behaviour are the signifi-cant wave height, direction, and sediment diameter. Other factors of importance included reef size, reef shape, reef asymmetry, and reef roughness. Perhaps surprisingly, sea level had little effect on overall trans-port rates but was the most important factor affecting the location and type of transport. These changes to the mode of transport are important as they govern the public perception of what is occurring. The transport associated with elevated sea levels, although not a problem from the system perspective, becomes an issue from the beach user and public opinion perspective as erosion takes place at the beachface where it is highly visible and has significant effects on beach usability.

Property development along the west coast of Barbados has led to an increasing pressure on the coastline as property owners desire to have their residences close to the sea. The addition of new coastal struc-tures including revetments, breakwaters, and groynes, changes the dynamics of the natural littoral system. The sediment transport mechanism(s) between the beach cells characteristic of the west coast is not fully under-stood, so accurately predicting the effects of additional structures is difficult. Additionally the potential effects of sea level rise and a healthy reef on the mechanics and stability of the system is un-researched. Recent increases in interest of the design of multi-purpose reefs (MPR) and artificial surfing reefs (ASR) has further led to the desire for insight into the sediment dynamics at headland-reef-bay systems.

Sediment Dynamics of Beach Cells under Oblique Swell WavesA Case Study of Beach Cell Response and Interaction on Barbados’

West Coast


Hydraulic Engineering – COMEM Domain3a

|

Student: R. Camarena CalderonThesis Committee: Prof.dr.ir. M.J.F. Stive, L.C. van Rijn, P.K. Tonnon, J.J. Schouten, Ir. G.J. de Boer


coast. By using the calculated near-shore wave climate; longshore transport rates, and coastline changes along the coast were calculated by implementing UNIBEST-CL+.The sediment properties as the D10, D50 and D90 used for the model were derived from the samples extracted during the field visit in Argentina that were later measured at the TU-Delft Geoscience laboratory. The calculated longshore transport rates showed a good agreement when compared to the values obtained by Van Rijn, L.C. (2008) and Scalise, A.H., Schnack, E.J. (2007). After implementing the wave and coastline models, an evaluation of the locations was completed. All the locations were compared by using a multi-criteria table, and it was concluded that Pinamar was the most promising location, since it provided moderate waves and longshore transport rates, short distance from the shore to the required depths, and existing infrastructure to accommodate and entertain the different marina users. Different layout alternatives were derived and compared; for the selected alternative, extra insight was provided, estimating the dredging volumes, and proposing coastal protection structures

This study was completed to determine which location along the Buenos Aires coast is better suited for the development of a Marina port, taking into account phys-ical, environmental and economic features. A literature review related to port development, dimensioning, and port/coast interaction was completed. It was defined that the most relevant criteria to select a location were the water depths near shore, longshore transport rates, and the impact on the adjacent coast. Following this section, the preliminary port dimensions were defined based on the Unified Facilities Criteria (2009), and the California department of boating and waterways (2005). Each initially feasible location was selected based on the information obtained from the literature study, the expertise of the people involved in the project in Argentina, and the two week visit to the Buenos Aires coast. The reviewed literature provided some insight on the morphology and dynamics of the coast, although the reliability of the different studies was limited in many cases. Near-shore wave values were almost non-existent along the coast, and only a few studies had a more thorough methodology to estimate waves, long-shore transport rates and coastline change.

In this thesis study Delft3D-WAVE model was imple-mented, forced by offshore wave/wind data from the NOAA Wave Watch data base, including 18 offshore wave/wind points used as spatially varying boundary conditions. The bathymetry of the area was built based on the nautical charts obtained from Servicio de Hidrografia Naval (2012), and the GEBCO (2008) global bathymetry. The NOAA wave and wind data was classified in 125 scenarios by using ORCA tools. To show the results of the wave model, each scenario was plotted showing the distribution of the significant wave height, and the peak wave period. Added to that, 36 near-shore wave roses were created at the 7m water depth contour, covering the coast of Buenos Aires province. A strong dominance of south storms was found, it was also concluded that the coast further north had a weaker wave climate and consequently smaller transport rates, mainly due to energy dissipation induced by bottom friction of the extensive shallow areas near the north section of the

Feasibility of a Marina port along the Buenos Aires coast, Argentina


3a

|


Student: L. JinThesis Committee: Prof.dr.ir. M.J.F. Stive, J. Carlton, J. Hoar, L. Boswell


As for the economic advantages, research was performed based on one specific case study of investing a VLCC newbuilding to operate along a presumed transoceanic route. With an estimated 20% investment premium based on the original price for a conventional VLCC, the payback time for investors is expected to be within ten years under most circumstances. The higher oil price is, the more cost-competitive it is to replace the current marine fuel with LNG. By improving infrastructure development worldwide, LNG delivery price as marine fuel could be largely reduced at some future stage, leading to a brighter future of this busi-ness area.

Liquefied Natural Gas (LNG) as alternative marine fuel has been regionally applied to several shipping segments for a few years. In recent time, the interests from ship owners in further exploring the viability and future market potentials of applying the LNG fuelling technology to large vessels such as VLCC and ultra large containerships has rapidly grown, mainly driven by tightening environmental legislation and increasing oil price. The key objective of this dissertation consists of two aspects, namely the assessment technical feasibility and the investigation of economic advantages. An extensive literature review of LNG fuelling technology was conducted as aspects of dual fuel engine manufac-turing, vessel modification and bunkering methods. It was subsequently concluded that using LNG- dominant-fuelled propulsion for large-size vessels involved in long-haul trips, a VLCC in this project, is technically possible but needs collaboration from port operators with regards to port bunkering facility development.

Technical Feasibility and Economic Potentials of Using LNG as Alternative Marine Fuel



|

Mega Container Ships: Implications to Port of Singapore

Today, 90 per cent of goods in the world trade are carried by shipping. There is no doubt that seaport is a vital part of shipping. With the technological advance-ment in ship technology, seaports are also required to catch up in their port technology and management system in order to be able to stay competitive in the market. Shipyards are able to deliver a mega ship within 18 to 24 months while it takes years to planning and developing a new terminal. Mega container ships (Maersk Triple-E class vessels) are due to be delivered next year, and it is foreseen to be deployed in the Asia – Europe route. Singapore is stra-tegically located within the route and hence has a great potential to be one of the port of calls.

This study is based on interviews and a single case study that provides background information and the current state of affair of the port. The information is then further analysed by performing Multi-Criteria Analysis to identify the short term and long term impacts of mega container ships to the port. SWOT analysis is also performed to assess the port’s competitiveness in relation to mega container ships. The study found that mega container ships have posi-tive impacts to the port both in short term and long term. In addition, the port is very competitive, and it has a great potential of attracting mega ships to come by having the supporting assets necessary.

Student: L. Liyenita WidjajaThesis Committee: Prof.dr.ir. M.J.F. Stive, K. Bichou



3a

|


The Mekong Deltaic Coast: Past, Present and Future Morphology

According to the future development plan, discharge sluices will be constructed at three main branches of Tien River to prevent salinity intrusion. To evaluate the consequences of these constructions to the Mekong Delta Estuaries, the empirical relationship between tidal prism and river cross-section is estimated in this study. It is found that the two open branches of Tien River will deepen by more than 10 meters when all three other branches are closed. Due to the need of land for agriculture and other economic sectors, sea dikes are always built close to the mangroves forest.

Along the Southern Coast of Viet Nam there are many places where mangrove degradations and coastline erosions are observed on a large scale when sea dikes are built too close to the mangroves forests. Based on the relationship found for mangroves width and coast-line evolution, it is concluded that the critical value of 300 to 400 meters of mangroves width is necessary for the stability of the East Coast of Viet Nam. Results from the SWAN model also show that mangroves have a significant effect on wave height attenuation only at cross-shore widths greater than 300 to 400 m and that an increase in width beyond 1000 m does not make much of difference

Student: P.K.L. PhanThesis Committee: Prof.dr.ir. M.J.F. Stive, Ir. H.J. Verhagen, Drs. W.N.J. Ursum, Dr.ir. M. Zijlema, Dr. S.B. Vinzon




|

Video-based nearshore bathymetry estimation for Rip current forecasting on a macrotidal beach

Rip currents are seaward directed flows of water that traverse the surf zone, and in many cases pose poten-tially dangerous conditions for swimmers and beach users. The present study is carried out focusing on Perranporth beach, UK, which is known to present quite strong rip current events that have been the culprits of large numbers of incidents or rescues (in some cases more than 65 in a single day) in the past (Scott et al., 2009). The main objective of this work is related to the forecasting of rip currents, particularly in helping to develop, calibrate, and validate an operational swimmer safety model for Perranporth beach, UK. This main objective is divided into several specific objectives, which look into answering both general scientific ques-tions and specific details for the implementation of the model at the study site. The tool used for the estimation of bathymetries is the data-model assimilation scheme Beach Wizard, which uses video-derived information to adjust an initial bathymetry into an updated bathym-etry. The Beach Wizard model is run with the numerical model XBeach, assimilating the hydrodynamic model output with video-derived measures of wave dissipation (imaps). Specific model formulations and parameters of Beach Wizard are varied and tested as to determine the effects of each, as well as to obtain the best working model for Perranporth, UK. Two systematic estimation errors that were originally pointed out by van Dongeren et al. (2008) are looked into, resulting in the imple-mentation of a variation in the bed updating process, by introducing a time-dependent bed change factor. The changes applied to the model formulations and the adjustments of default parameters resulted in accu-rate estimations of bathymetries over a three month period (April-June 2011) during which video derived input and five measured bathymetries are available at Perranporth.

The importance of video derived input (timex images) is analyzed in detail, by defining several criteria concerning the quality, quantity, and temporal regularity of images used as input. The quality criteria is divided into two separate indicators, in this manner differenti-ating between actual image quality (if the camera lens is clean or dirty, or if there is foggy conditions, etc.) and dissipation map (imap) quality (if the dissipation patterns are good or not). With this, it was found that imap quality stands over image quality, meaning that it is more important to have favorable wave breaking conditions than perfect image resolution.

As well as this, image regularity was found to be impor-tant in maintaining the models predictive ability, due to large temporal gaps between consecutive images increasing the bed uncertainty significantly (resulting in very large, and possibly erroneous bed changes if the corresponding imap is not perfect). The final criteria looked at was image quantity, which turned out not to be of great importance as long as the image regularity is maintained; presenting even improved results for a case using a smaller total amount of input with the same temporal spacing. The estimated bathymetries computed with Beach Wizard were used to model nearshore flows in a non-stationary hydrody-namic XBeach model. It was found that very promising similarities are seen between said currents and the currents modeled over measured bathymetries. The use of estimated bathymetries show clear improvements over using an outdated measured bathymetry for the prediction of rip currents, essentially validating the use of the Beach Wizard tool in the eventual implementa-tion of an operational rip current forecasting system at Perranporth beach

Student: R. SassoThesis Committee: Prof.dr.ir. M.J.F. Stive, A.R. van Dongeren, Dr.ir. A.P Van Thiel-de Vries, M. Austin,

P.B. Smit MSc



3a

|


Innovative Structure Solution for Discharge Sluice at Vung Tau Go Cong Viet

The demand for large discharge sluices in Viet Nam is increasing as the constructions of small river barriers show their restrictions in flooding and salt intrusion protection. The main objective of this study is there-fore to research an appropriate design for the sluice structure type that can be applied in Vung Tau Go Cong, which is the largest project of discharge sluice in Viet Nam so far. From the literature review, it can be seen that in the Netherlands, several units of sluice caisson have been applied but their main function was only to permanently close the basin, while in Viet Nam only a single caisson is applied as small river barriers. It is to say that a large discharge sluice with several units of caisson has never been built so far.

In contrast with this type of structure, most of discharge sluices and barriers in the world have been build according to the “pier structure type”.In the Netherlands piers and bottom slabs are normally placed on batter pile foundations. Meanwhile in Viet Nam, piers are often placed on vertical pile foundations and a bottom slab is replaced by supporting beams. Because of both “proven structure”- caisson and pier have their own strong and weak points, by combining the best features of these “proven technologies” of the Netherlands and Viet Nam; two appropriate structure types were designed and the critical concerns related to them were checked. It is concluded that the caisson and pier sluice structure are feasible solutions for the discharge sluice at Vung Tau Go cong. It can be also considered as an innovative structure for larger discharge sluice.

Student: H.S. TruongThesis Committee: Prof.dr.ir. J.K. Vrijling, Ir. A. van der Toorn, Dr. P.J. Vardon



Geo-Engineering

4.

56 |

4 Geo Engineering


Dimensioning of underwater concrete floors

In order to facilitate subsurface construction works, a building pit in the Netherlands needs a water retaining layer underneath the level of excavation. If this layer is not naturally present at the building site by means of a clay layer, an unreinforced underwater concrete floor (UUCF) is often prescribed. During the critical stage the UUCF is primarily loaded by water pressure and normal forces. Therefore it needs to be designed as a structural element with a temporary function.

Since 2001, CUR-recommendation 77 (CUR77) forms a Dutch guideline with standardised rules for the design of a UUCF. Designs based on this first version of CUR77 are generally considered to be satisfactory with respect to both safety and water retaining capabilities. However, especially for situations with relatively low normal forces, the design rules can lead to an over-dimensioned floor thickness. Based on developments in methods of construction, technologies, scientific research and experiences, an update of CUR77 has been initialized in 2011 by setting up CUR-committee VC95.

The research presented in this Master thesis focuses on the verification, applicability and optimisation of CUR77 with respect to the determination of the thick-ness (dimensioning) of UUCF’s. By using several case studies many sensitivities have been researched related to various factors of influence and possible changes in the design rules of CUR77. Based on the results of the sensitivity analyses and the problems and actions stated by VC95 the core of the research focuses on: • aspects related to concrete technology (e.g. thermal

shrinkage), • use of 2D calculation models, • adjustments with respect to calculation rules in the

ultimate limit state, • structural safety in case of tension pile failure, • adjustments with respect to calculation rules in the

serviceability limit state, • determination and modelling of the axial stiffness for

retaining walls and tension piles, • influences and determination of normal forces.

The effect of adding steel fibres to the mix of under-water concrete has been described and elaborated by formulation of simple calculation methods. Steel fibre-reinforced underwater concrete appears to be specifi-cally efficient for situations with limited normal forces.

The main purpose of the research is the correla-tion between design rules and situations in practice. Because CUR77 provides general design rules, it is important for engineers to understand the theoretical backgrounds, sensitivities, limitations and possibilities. Setting up a conservative but realistic calculation model is essential for obtaining a desirable design.

Recommendations have been formed by means of: • an optimal process for design of a UUCF with tension

piles, • adjustments and additions for the updated version of

CUR77, • suggestions for further research.

Student: R.T. ArkesteijnThesis Committee: Prof. Ir. A.F. van Tol, Ing. H.J. Everts, Dr. Ir. C. van der Veen, Ir. G.J. Dorrenboom

For further information please contact the section Geo-Engineering, 015-2781423Email: [email protected]

57 |

4 Geo Engineering


In this thesis dissertation the formulation of the UBC3D constitutive model as implemented in PLAXIS is presented. Its performance is validated and verified in various stress paths and compared with experimental results. The UBC3D is a 3-D generalized formulation of the original 2-D UBCSAND model introduced by Puebla et al. (1997). The initial 3-D implementation in PLAXIS was presented by Tsegaye (2010). An improved version is developed by the author and the new model is presented together with a validation in different monotonic and cyclic stress paths. UBC3D-PLM consists a relatively simple but powerful approach in order to model the onset of the liquefaction phenomenon. The improvements made by the author are highlighted. Briefly, the formulation of the plastic multiplier is corrected and higher accuracy achieved for the monotonic case, a soil densification rule was implemented and a second yield surface intro-duced in order to ensure a smooth transition into the liquefied state.

Moreover a post liquefaction factor introduced as an input parameter in order to model the post-liquefaction behavior. Finally, the performance of the proposed model in a finite element scheme is investigated and the numerical modeling of a dynamic centrifuge test with PLAXIS 2D Dynamics is presented. The ability of the model to capture the onset of liquefaction is thor-oughly discussed. The capabilities and the limitations are highlighted and recommendations for the use of the model are summarized.

Validation of a practical constitutive model for liquefaction

Student: A. PetalasThesis Committee: Prof.dr. Michael Hicks, Dr. Ronald Brinkgreve, Dr. Xueyan Liu, Dr. Vahid Galavi,

For further information please contact the section Geo-Engineering, 015-2781423Email: [email protected]


Watermanagement

5.

60 |

5 Watermanagement


A framework to assess the realism of model structures using several hydrological signatures

IntroductionOne of the main purposes of hydrological model-ling science is to develop better predictive models for rainfall-runoff processes. To really improve these models it is important to have a good understanding of the hydrological behaviour of catchments and to be able to explain the variability in catchment response and the factors influencing it. Each hydrological model concept is a hypothesis of the catchment behaviour, and therefore a suitable tool to gain more knowledge about catchment behaviour. However, for models to be suit-able tool, it is very important that the ‘right’ model is chosen for a certain catchment. Therefore an objective and diagnostic method is required to identify whether a model structure is suitable for a certain catchment. For this thesis an evaluation framework is developed to assess if a model structure is suitable for a certain catchment.

Evaluation frameworkTo determine if a model structure suits a catchment, both performance and consistency are important. Performance describes the ability of a model struc-ture to simulate the hydrological behaviour correctly in a specific catchment. This can be measured based on objective functions, assessing the goodness of fit of specific hydrological signatures measured from hydrological data. Consistency describes the ability of a model structure to reproduce several hydrological signatures simultaneously, while using the same set of parameter values. The evaluation framework developed during this research, tests for both performance and consistency using a Principal Component Analysis on a plethora of objective functions, all emphasizing on different hydrological behaviours.

Application on case studyTo demonstrate this evaluation framework, two small headwater catchments (Maimai, New Zealand and Wollefsbach, Luxembourg) are modelled and evalu-ated using the SUPERFLEX flexible model framework. Eight different hydrological signatures and nine model structures developed with the SUPERFLEX frame-work are defined for this study. The results show that some model structures may reveal the same degree of performance for the selected objective functions, while showing differences in consistency. The results also show that model structures can be pointed out with a higher performance and consistency than others.

ConclusionsA principal component analysis in combination with several hydrological signatures appeared to be useful to visualize the performance and consistency of a model structure for a certain catchment. With this framework performance and consistency can be used to identify whether certain model structures suit better with a catchment than other model structures.

Student: T. EuserThesis Committee: Prof.dr.ir. H.H.G. Savenije, Dr.ir. H.C. Winsemius, Dr.ir. M. Hrachowitz, Dr.ir. F. Fenicia,

Prof.dr.ir. S. Uhlenbrook

For further information please contact the section Water Management, +31 (0)15 278 1646Email: [email protected]


61 |

5 Watermanagement


IntroductionThe waste water treatment facilities in Holland are controlled by waterboards. As an obligatory part of their control, the waterboards are to estimate the investment and exploitation costs of those facilities. Therefore a cost estimation tool is developed, which is the topic of this thesis.

ResearchThe goal was to develop a first version of the tool, named “afvalwatercalculator”. The research was divided in 4 parts:

1. Make a cost inventory, by accessing multiple cost specifications of built facilities.

2. Analyze the costs, to assess cost specification completeness and data reliability.

3. Produce cost functions, to use in the cost estimations of key parts of a facility.

4. Decide on a structure for the tool, with basic design functions of treatment facilities.

The structure for the tool is based on the “Drinkwatercalculator”, developed by DHV.

Conclusions and RecommendationsConclusions:1. 3 tests were performed, in which the tool estimated

CT costs and WTB costs of existing facilities within a 10 % margin;

2. More available cost specifications of facilities improve the reliability of the tool. This makes cost estimations more accurate.

Recommendations:1. Conduct further tests on the reliability of the tool.

Also analyze outliers in costs;2. Start a research on the ‘wishlists’ of waterboards for

the tool: what do they want most?3. Request the Dutch waterboards to provide adequate

cost specifications; 4. Introduce a scope to waterboards for their provided

cost specifications. The key is to support them to provide structured, known and correct data;

“Stappen in de afvalwatercalculator”

Student: T.W. PadmosThesis Committee: Prof.dr.ir. L. C. Rietveld, Drs.ir. J.G. Verlaan, Prof.dr.ir. J.B. van Lier, Ing. M. J. W. M. Bakker



62 |

5 Watermanagement


Student: E. van der PalThesis Committee: Prof.dr.ir. N.C. van de Giesen, Dr.ir. O.A.C. Hoes, Dr.ir. R.J. Verheaghe, T.A. Nauta,

Dr.ir.drs. S.A.M. Karstens,


phases leading to financial advantages. Moreover, the construction costs of a polder are in most cases (depending on the size and availability of fill material) much less compared with a traditional land reclamation. Weaknesses of the polder concept relate to the opera-tion and maintenance requirements and costs. Polders require a long-term operation and maintenance (O&M) commitment in order to sustain. Due to subsidence and sea level rise, a decrease in safety levels will occur. An opportunity for applying the concept abroad relates to the ongoing urbanization of delta areas and the devel-opment in flood prone areas. A threat for applying the concept abroad relates to local governance and admin-istrative weakness. Another threat is the vulnerability of the concept to climate change leading to a discussion on safety.

It may be concluded that in the future, the focus should be on urban polders since most development potential can be found in urban delta areas. Urban areas that have an elevation at approximately sea level are getting more prone to flooding due to ongoing subsidence and sea level rise. The most important boundary condition for successful polder development is the presence of the right institutional setting. A qualified and preferably non-political entity (public, private) should be present in order to guarantee the long-term commitment for oper-ation and maintenance. Another important boundary condition, related to the construction and operation and maintenance, is that sufficient financial resources should be available in order to sustain the polder.

Possibilities for future business development for know-ledge institutes relate to the application and further development of Dutch innovations such as the “Building with Nature” concept, application of smart dikes and prevention of subsidence. Governmental institutions, such as water boards, drinking water companies and municipalities, can be involved in the polder develop-ment process by assisting in the set up of an adminis-trative body. The Dutch governmental institutions can also demonstrate their excellent experience with organ-izing the operation and maintenance in polder settings.

Delta areas are attractive areas to live in. They are valuable due to their major economic potential as well as their large environmental values. However, due to ongoing urbanization, demand for space is still increasing and since delta areas are low-lying, they are vulnerable to flooding. Polders provide opportuni-ties for further developing these delta areas, either by improving existing areas, or by establishing a new living environment. At the same time, polders have their limitations. This research aims at finding possibilities to enhance the application of the polder concept, leading to business opportunities for the different sectors in the Netherlands (government, business sector and know-ledge institutes).

In this research, a polder is defined as a level area which has originally been subject, permanently or seasonally, to a high water level (groundwater or surface water) and is separated from the surrounding hydrological regime to be able to control the water levels in the polder (groundwater and surface water). The research focuses on increasing safety, sustainability and flexibility in future polder settings. Based on an analysis of the Strengths, Weaknesses, Opportunities and Threats (SWOT analysis) it is shown that there are definite opportunities for developing polders in the future.

An important strength of the polder concept is the economic aspect. The concept allows applying a flexible design; the construction may be carried out in different

Enhancing the applicability of the polder concept


63 |

5 Watermanagement


The morphological impact of the creation of a reservoirCase study: White Volta River, Ghana

IntroductionThere are plans for the construction of a multi-purpose dam in the White Volta River near Pwalugu in northern Ghana. The reservoir that will be formed should be beneficial for hydropower generation, irrigation and fishery. Up to now there has been no research into the morphological consequences of the creation of this reservoir. In this study the rate and location of sedimen-tation in the reservoir and the erosion of the riverbed downstream of the dam are investigated. Additionally, the sediment balance of the White Volta catchment is investigated to estimate landscape erosion.

Sedimentation in the reservoirThe total sedimentation in the intended reservoir has been analysed by determining the yearly sediment transport of the White Volta River. The estimation is based on field measurements, conducted in September 2011, supplemented with a literature study. Due to the large size of the reservoir, nearly all sediment will settle. The yearly storage loss in the reservoir appeared to be 3% per 100 years. The impact of this storage loss on the functions of the reservoir is considered negligible.

Erosion of the riverbed downstreamThe erosion downstream of the dam has been estimated using the modelling software package SOBEK RE. The riverbed level could decrease by 20 m in 50 years just downstream of the dam. The erosion rate is reducing in downstream direction, but propagating in time. After

± 30 years a bridge near Pwalugu could be affected. The erosion could be limited locally if any coarse layers are present beneath the riverbed. The erosion rate depends on the released flow through the dam, which is determined by the operational strategy. Spillage could occur when the reservoir gets completely filled. These high flows will have a substantial negative effect on the erosion. Spillage cannot be completely prevented, but the risk could be reduced by ensuring that the lake is at minimum level at the start of the rain season. The drawback of this solution is a decreased energy genera-tion, as the lake will not fill up completely during dry years.

Landscape erosionThe sediment balance of the White Volta catchment is based on sediment deposition and erosion rates. During the dry season there is a supply of Saharan dust into the catchment by so-called Harmattan winds. During the rain season eroded material is flowing out of the catchment as suspended sediment in the White Volta River. The Harmattan dust deposition rate has been derived from literature. The sediment deposition and erosion rate are equal (± 15 mm/1000 years), therefore there is no net landscape erosion in the White Volta catchment. During the field research, sediment deposi-tions have been observed on the banks of the White Volta River. The texture and mineralogy have been analyzed in order to tell the origin. The minerals found in the bank depositions are abundant in the catch-ment’s soil as well as in Harmattan dust. Therefore no definite conclusions can be drawn on the origin of the suspended sediment.

Student: J. van der Zwet Thesis Committee: Prof.dr.ir. N.C. van de Giesen, Dr. T.A. Bogaard, Dr.ir. C.J. Sloff, Ir. P. Termes,



64 |

5 Watermanagement


Ceramic Microfiltration

Introduction Ceramic microfiltration is becoming popular these years. However, membrane fouling is still a challenge for the development of ceramic microfiltration. Conventional methods for membrane fouling control majored in two ways: pretreatments (such as pre-coagulation) and frequent backwash. Both methods showed good fouling control in membrane filtration, but meanwhile, pre-coagulation brings solid wastes and frequent back-wash brings high energy use. As a result a new and more economic way is required for fouling control in membrane filtration systems.

ResearchThe research combines the two fouling control methods together, trying to keep the good control effects and meanwhile, improve the drawbacks. In this experiment, no flocs were removed and a long filtration time was applied (more than 10 hours), so that there was less solid wastes and less energy use for backwash. In this circumstance, an artificial cake layer formed from the coagulated flocs precipitated on the membrane surface, which could “protect” the membrane to some extent. Since the cake layer formation is highly dependent on the coagulation conditions (pH and coagulant dosage), different pH (4, 6, 8) and coagulation dosage (8mg/L and 16mg/L) were tested. Under these circumstances, the coagulation mechanisms located differently in destabilization zone, adsorption zone and sweep coagu-lation zone. The cake layer characteristics were meas-ured separately in order to show the relation between cake layer itself and the membrane performance

setup

Conclusions and Recommendations • Membrane performance can be controlled by various

pre-coagulation zones. • It is possible to achieve a long filtration time by

applying cake filtration • Cake layer plays an important role in fouling control

process • pH=4 leads to loose cake structure, shown as slow

TMP increase, low cake layer density, high cake layer water content, thickness, particle size and compressibility

• pH=6 leads to dense cake structure, shown as rapid TMP increase, high cake layer density, low cake layer water content, thickness, particle size and compress-ibility pH=4, Dos=8 is good pre-coagulation condition in ceramic microfiltration

• Trying a high pH circumstance, this could also show good fouling control, and reduce the chemical cost.

• More experiments about low chemical, for instance Dos=4mg/L

Student: M. Li Thesis Committee: Prof.ir. L.C Rietveld, Dr.ir. S.G.J. Heijman, Dr.ir. Louis de smet, Jie Lu, MSc




Transport & Planning

5.

66 |

5 Transport & Planning


Student: D.C.DuivesThesis Committee: Prof.dr.ir. S.P. Hoogendoorn, Dr.ir. W. Daamen, Prof.dr.ir. B. Gorte, Ir. P.B.L. Wiggenraad

For further information please contact the section Transport & Planning, 015 2789341Email: [email protected]

developed Moving Object Detection and Tracking Tool (MODT-tool). The MODT-tool is able to detect pedes-trians based on computational contour analysis and/or manual detection. Afterwards the same tool is able to track pedestrians across an image sequence based on the velocity prediction by an optical flow calculation and a local search method based on pixel colour. After detection and tracking the same tool is able to analyze pedestrian movements.

The pedestrian crowd movement behavior found at Lowlands 2011 has been analysed by means of the MODT-tool. Mainly two forms of self-organisation were encountered (no organisation and lane-formation. It was hypothesised that there is a correlation between between the macroscopic flow characteristics and lane-formation characteristics. From the results it was concluded that the density is the predominant driver behind lane-formation. Based on the results a theory is proposed in which all visible trends are taken into account. It states that when density increases, the width of the lanes increases and the number of lanes decreases.

Several pedestrian crowd events that became disasters occurred in the last decade. Most disasters occurred due to a combination of high densities, small passage ways, panic and the determination of people to get somewhere. Even though pedestrian crowd events are organised frequently, not a lot is known about pedes-trian crowd movement. One of the big pop festivals in the Netherlands (Lowlands) offered the Delft University of Technology (DUT) an opportunity to gather unique data of undisturbed pedestrian crowd movements by means of UAV. However, the capabilities of the UAV recording technique for pedestrian movement analysis are unknown. Furthermore no software is available to analyze the UAV footage.

The main objective of this MSc. Thesis was to build a theory that qualitatively and quantitatively describes the transition(s) between self-organizing crowd movements using this new airborne analysis method. To answer the main research questions equipment, software, theory and data analysis related issues needed to be solved.

The data was collected at the 20th of August 2011 at Biddinghuizen. A combination of three software programs has been developed that are together capable of analysing the video recordings, being VirtualDub, the ImageTracker by P. Knoppers (2011) and the newly

Analysis of Pedestrian movements at Lowlands

67 |



Student: D. PetresThesis Committee: Prof.dr.ir. S.P. Hoogendoorn, Dr.ir. A.M. Salomons, Dr.ir. A. Hegyi, Prof.dr.ir. R.L. Bertini,

Dr.ir. R.T. van Katwijk, Ir. P.B.L. Wiggenraad


As part of the research:The effect of platoon dispersion were examined to know what extent it hinders coordination.Different strategies were built and used to induce coop-eration between the distributed intersection control-lers. These strategies have been tested in simulation environment.Results show that cooperation between the intersec-tions in a multi-agent controller can reduce average delay of the users on the network up to 10 % compared with the original totally distributed controller.

The objective of the thesis is to find ways to imple-ment network coordination in an adaptive traffic signal control system that follows the multi-agent approach. With such a measure inefficiencies of control on network level can be reduced in theory.

Possibilities to implement coordination in an adaptive traffic signal control system

68 |



Student: J. VriesThesis Committee: Prof.dr.ir. S.P. Hoogendoorn, Dr.ir. J.W.C. van Lint, Ir. P.B.L. Wiggenraad, Drs. V.L. Knoop,

Ir. L.J.J. Steendijk


Het afstudeerwerk geeft antwoord op de volgende onderzoeksvraag:Welke wegverkeersgegevens zijn beschikbaar binnen provincie Zuid-Holland en welke opera-tionele toepassingen zijn hiermee te realiseren, hoe kunnen irreguliere verkeerstoestanden op provin-ciale wegen uit deze verkeersgegevens gedetect-eerd worden en hoe kan deze detectiemethode worden ingezetals informatievoorziening aan de verkeersmanagementdesk?

Provincie Zuid-Holland beschikt over wegverkeersge-gevens uit verschillende bronnen. Via lussen in de weg worden intensiteiten en puntsnelheden gemeten en door middel van kentekenherkenningscamera’s worden reistijden vastgelegd. Deze verkeersgegevens zijn zowel actueel als in de vorm van historische gegevens beschikbaar. Provincie Zuid-Holland heeft gevraagd waarvoor ze deze verkeersgegevens zoal zou kunnen gebruiken.

Daarnaast is Provincie Zuid-Holland in januari 2012 gestart met een eigen kleine verkeerscentrale: de verkeersmanagementdesk. De verkeersmanagement-desk heeft als taak het beheer van de verkeerslichten en het monitoren van het verkeer op de provinciale wegen. Het monitoren van het verkeer gebeurt momen-teel met behulp van camerabeelden en verkeersinfor-matie van derden. Het is echter ondoenlijk om meer dan honderd camerabeelden tegelijkertijd te bekijken om gebeurtenissen zo snel mogelijk op te sporen; vandaar dat de provincie bijzonder gebaat is bij een systeem dat automatisch melding kan maken zodra zich een onge-wone gebeurtenis voordoet. De mogelijkheden voor een dergelijk gebeurtenisdetectiesysteem voor provinciale wegen zijn onderzocht. Hiervoor is gebruik gemaakt van wegverkeersgegevens uit de Nationale Databank Wegverkeersgegevens, voor tweehonderd meetpunten op provinciale wegen in Zuid-Holland.

Provinciale Toepassingen voor Wegverkeersgegevens:Gebeurtenisdetectie op basis van NDW Verkeersdata

69 |



Student: M.E. FluThesis Committee: Prof.ir. F.M. Sanders, Dr.ir. R. van Nes, Ir. P.B.L. Wiggenraad, Ir. A.G. Vollebregt, Ir. S.V. Ferrier


Voor het onderzoek is een visie opgezet voor de toekomstige wegenstructuur en ruimtelijke ordening. Deze is getoetst met een macroscopisch verkeersmodel die geconstrueerd voor Paramaribo en de omliggende districten .Met behulp van dit verkeersmodel is een scenariostudie uitgevoerd. In total zijn er vier scenario’s onderzocht met elk een verschillende netwerk– of ruimtelijk element.

Voor het stedelijk gebied van Suriname , waaronder de hoofdstad Paramaribo, is onderzoek gedaan naar het verkeer en de relatie met de ruimtelijke ordening.Paramaribo en omstreken heeft te kampen met steeds ergere vormen van congestie die voornamelijk ontstaan door de monocentrische structuur van de stad en een ongewenst functionerend wegennet. Hierdoor neemt de bereikbaarheid in de stad af en stijgen de mobiliteitskosten.

Paramaribo beter bereikbaar

70 |



To Tram or Not To Tram

De trambonus is in de vakwereld een veel besproken onderwerp. Er bestaat grote onduidelijk over het bestaan ervan. Met de trambonus wordt een meer-waarde bij gebruikers bedoeld die ertoe leidt dat een tram meer reizigers krijgt in vergelijking met de bus, wanneer een buslijn wordt omgezet naar een tramlijn. In dit onderzoek is de trambonus benaderd door het verschil in preferentie tussen de tram en de bus te analyseren. Wanneer er namelijk een duidelijk verschil in preferentie is, is de kans groot dat er ook een duidelijk verschil in gebruik van het vervoermiddel is.

Het verschil in preferentie is geanalyseerd met behulp van de nutsfuncties van de tram en bus, deze functies beschrijven het (dis)nut dat mensen ontlenen aan het reizen met een bepaald vervoermiddel. De data om de nutfuncties op te stellen, is verkregen met behulp van een keuze-experiment, waarin de respondenten negen keuzes hebben gemaakt tussen een route met de tram of een route met de bus.

Op basis van de nutfunctie is te concluderen dat er gemiddeld genomen een preferentie voor de tram bestaat. De mate van preferentie is te verklaren door het ervaren verschil tussen bus en tram met betrekking tot sfeer in het voertuig, de verschillende voertuigei-genschappen en het verschil in weergave van de reistijd informatie.

Nadere analyse van verschillende segmenten laat zien dat er in de drie grote tramsteden een preferentie voor de tram aanwezig is, terwijl er in steden zonder tram een preferentie voor de bus bestaat. Dit houdt dus in dat de preferentie voor de tram alleen aanwezig is, wanneer er bekendheid met de tram is. Ook de mate van OV-gebruik laat een verschil zien: reizigers die bijna nooit gebruik maken van het openbaar vervoer hebben een preferentie voor de bus, terwijl reizigers die weke-lijks met het openbaar vervoer reizen een preferentie hebben voor de tram. Fietsers en tramreizigers hebben een duidelijke preferentie voor de tram, daartegenover staat dat automobilisten en busreizigers een preferentie voor de bus hebben. Het bezit van een auto of een rijbewijs blijkt geen invloed te hebben op de preferentie tussen de bus en tram.

De modelresultaten zijn in een verkeersmodel geïmple-menteerd en toegepast voor een casus in Utrecht. Deze toepassing voorspelt een verwachte reizigersgroei van 4,3% bij vervanging van een buslijn door een tramlijn.

Student: T. BunschotenThesis Committee: Prof.dr.ir. Bart van Arem, Dr.ir. Rob van Nes, Dr. Eric Molin, Ir. P.B.L Wiggenraad,

Drs. Ing. Christiaan Kwantes, Ing. Hendrik Bouwknegt


Last year’s Theses

6.

72 |

6 Last year’s Theses




Connecting Modular Floating StructuresStudent: M.J. Koekoek

Adaptibility of structuresStudent: A.J. van Westenbrugge

Reinforcement ToolboxStudent: J. Lauppe

Timber stadium EngineeringStudent: T. van den Boogaard

Medium rise timber buildings in the NetherlandsStudent: S. van Egmond

Structural feasibility of a demountable football stadiumStudent: M. Loosjes

Prestaties van thermisch comfort installaties in NLStudent: P.C.M. Zegers


Vortex-induced vibrations of suspended floating pipelinesStudent: N.E. Oikou

Torsion in ZIP bridge systemStudent: E. van Vliet

Feasibility of using activated paper sludge recycled mineralsStudent: M. Ahammout

Progressive collapse in design of bridgesStudent: S. van Wijk

Interaction between plate and column bucklingStudent: A. van Ham

Most cost effective connection between arches BlalobridgeStudent: H.R. van der Land

Feasibility of Tall Timber BuildingsStudent: S.G.C. Timmer


Primary dikes in LimburgStudent: L.M. Groendijk

Flooding and sediment management on the Koshi alluvial fanStudent: E.M. Hooning

Erosion in the tide-influenced Rhine-Meuse deltaStudent: T. Smits

The Lagos coastStudent: K.M. van Bentum

Impact of re-surfacing groins on hydrodynamics and sediment transportStudent: A. Hendriks

Probabistic Modelling of Extreme Beach erosion using XBeachStudent: M. Riesenkamp

Edge scour around an offshore wind turbineStudent: E. Simoons

Process-based modelling of morphological response to submerged breakwatersStudent: R.J. Vlijm

Dune erosion near sea wallsStudent: B.B. de Vries

Flexible scour protection around cylindrical pilesStudent: G. van Velzen

Pre-Posterior Bayesian AnalysisStudent: S. Al-Baz

Baggerpluimen – Ecologische risicoanalyseStudent: J.H. Becker

The floating construction methodStudent: R. Hendriksen

The feasibility of a commercial osmotic power plantStudent: R. Kleiterp

Differences between a 3 dimensional probabilistic and the traditional method of berthing structure designStudent: J. Kool

Master’s Theses March 2012

73 |



Risk to life due to Flooding in post-Katrina New OrleansStudent: A.L. Miller

Rip Current Characteristics at the Dutch CoastStudent: G. Winter

Port of Rotterdam Anchorages StudyStudent: S.B. Devillé

Sedimentation in the Botlek HarbourStudent: A. El Hamdi

Coal transport KalimantanStudent: B.C. Joppe

Analyzing the hydraulic design for the new basin in the IJmuiden outer harborStudent: P. Kaufmann

Pump jets in inland vesselsStudent: J.R.C. Manaois

Optimizing the passage of fast ferry navigation at the Schellingwoude lock complexStudent: M.J. Rispens

Flexible Port Infrastructure on Maasvlakte 2Student: R. Ros

Development Plan Dordrecht SeaportsStudent: M.J. Verhage

Geo-Engineering

Time dependent processes on passive loaded pilesStudent: K. Siderius

Modelling and Effects of Rapid Impact CompactionStudent: J. Vink

Watermanagement

Analytical Modeling of Salt Intrusion in the Kapuas EstuaryStudent: F. Gevers Deynoot

Moisture Recycling and the effect of land-use changeStudent: R. Nikoli

Memstill for wastewater: Effects of surfactants in the feed solutionStudent: N.T.T. Hung

Biofouling and organic micropollutants rejectionStudent: N.T. Quach

Operationalization of SoilDTSStudent: J.H.A.M. Jansen

The world’s freshwater resources are threatenedStudent: M. Hegnauer


Study of evacuation behaviour during a floodStudent: S.L. Hek

74 |





Application of Higher Strength Concrete in Tubular StructuresStudent: H. Balbaid

Sustainable and Durable Redevelopment Student: E. Bilardie

Optimising the design of a steel substructure for offshore wind turbines in deeper watersStudent: F.P.M. van Gerven

Testing the application of CFD for building designStudent: S.R. Hunte

Ultra High Performance Concrete in Large Span Shell StructuresStudent: R.N. ter Maten

Glass ColumnsStudent: E. Ouwerkerk

Fatigue Design of FSPO topside detailsStudent: B. Siegler

Super high-rise in RotterdamStudent: U.M Winter

Triple-layer membrane structures - Sound insulation performance and practical solutionsStudent: J.J.E. de Vries


Shearforce in immersed tunnelsStudent: D.A.W. Joosten

Mega Floating Concrete BridgesStudent: A.H. Saleh

Communicating ‘structural’ design optionsStudent: T.K. Uijtenhaak

Shear Redistribution in Solid Concrete SlabsStudent: J. Falbr

The effect of the increase of concrete strength in time on the failure mechanism of beams and one-way slabsStudent: L.F. Soto

Fatigue damage in the orthotropic steel deck with respect to the trough-to-deck plate joint in between the crossbeams Student: J. Liao

Automatic Buckling Checks on Stiffened Panels Based on Finite Element ResultsStudent: O. Hillers

Autogenous shrinkage of cementitious materials containing blast furnace slagStudent: R.M. Mors


Morphological modeling of the Atrato river delta in ColombiaStudent: S. Post

Navigability at an unstable bifurcationStudent: F.C.R. Melman

On the morphodynamics of Lagos HarbourStudent: V. Ballendux

Tidal dividesStudent: J. Vroom

Risk-based control of salt water intrusion for the Rhine-Meuse EstuaryStudent: M. Zethof

Modelling Sediment Transport in the Swash ZoneStudent: A. van Rooijen

Dune erosion near sea wallsStudent: B. de vries

System description Noord-Holland coast, a review of the nourishment strategy applied. Student: R. Pot

Modelling decadal barrier island behaviorStudent: K.W. Pruis

Notional Permeability of breakwatersStudent: R. Kik

Earthquake analysis of quay wallsStudent: J.W. Liang

Master’s Theses October 2011

75 |



Preparing a long term management plan for the future of the SlufterStudent: R. Heerema

The behaviour of a moored oil tanker in the Port of Leixões, Portugal. Student: M. van der Wel

Interaction between loaded barges and bed materialStudent: R. J. Lenselink

Goederenvervoer over waterStudent: R. van Liere

Preliminary study of the flushing operations in the Lang-mann reservoir, AustriaStudent: V.J.E. den Boer

Process-based modelling of coastal dune developmentStudent: M.C. Muller

Modelling the interaction between morphodynamics and vegetation in the Nisqually River estuaryStudent: M. Monden

Geo-Engineering

Het opstellen van een richtlijn voor partieel funder-ingsherstelStudent: S. De Lange

Time dependent processes on passive loaded pilesStudent: K. Siderius

Watermanagement

Land classification based on hydrological landscape unitsStudent: S. Gharari

Urban surface water quality enhancement.Student: M.R. van Dieren

Unembanked Areas – A risk assessment approach Student: M. Wolthuis

Performance assessment of tree-based model predictive controlStudent: P.M. Stive

Rainfall fed inundation in greenhouse dominated polders; Research of water system assessmentsStudent: B.C. Albers

Prediction of temperature distribution in a Drinking Water Network IntroductionStudent: L. Magda

A new suit for the IJsselmeerStudent: J. Talsma

A fresh-keeper for Noard BurgumStudent: M.J.H. van der Valk


The use of probe data from consumer GPS navigation devices for the analysis of controlled intersections Student: A.M. Meijer

76 |






Structural feasibility of the Rotating Tower Dubai Student: P. den Besten

Double curved precast load bearing concrete elements Student: B. Janssen

The effect of steel plate girders with a high slenderness upon the fire resistanceStudent: R. Wiersum

Parkeerkelder met een pneumatisch caisson Student: S.P. Rodrigues Monteiro

Verlevendiging van de binnenrotte door multifunctioneel marktsysteem Student: M.Zoons

Cellular beam-columns in portal frame structures Student: J.G. Verweij


Plate buckling in design codes Student: M. van der Burg

Wind load and high-rise: Student: N. Narain

Loading capacity of laterally restrained prestressed concrete slabs Student: R.F.C. de Rooij

The effects of the interaction between the substrate and the superstructure of the buildings of project Erasmus-poort Student : R. Soemeer

Extension and Verification of Sequentially Linear Analysis to Solid Elements Student: L.O. Voormeeren

Stability of a concrete pedestrian bridge with load bearing railings Student: V.M. Weidema

Ultra High Performance Fibre Reinforced Concrete for bridge constructions Student: L.W.H. Bouvy


The cause of coastal erosion on a nourished beach in Kololi, The GambiaStudent: E. Bijl

Influence of the armour layer and core permeability on the wave run-upStudent: P.J.M. van Broekhoven

Feasibility study on the use of a floating breakwater to protect a new artificial beach in Balchik, BulgariaStudent: R. Drieman

Design of berth n.12 in the port of Ventspil, LatviaStudent: P. Gatta

Mooring facility ‘Cruiseport The Hague’Student: H.J. van der Giessen

Space intensification EMO-peninsulaStudent: T.M. Henneveld (MSc Hydraulic Engineering)

Modelling the equalizing process of rockfill dumps with a ploughStudent: W. Kranendonk

Morphodynamic analysis of the Ecobeach projectStudent: M. de Lange

Probabilistic design of settling basins for environmental complianceStudent: W. de Lange

Verzandingsprobleem in de vluchthaven WijdenesStudent: E. Lee

Comparison of quay wall designs in concrete, steel, wood and composites with regard to the CO2-emission and the Life Cycle AnalysisStudent: T. Maas

Providing current forecasts for the 2012 Olympic Sailing CompetitionStudent: S. Poortman

The Effects of The Ike Dike barriers on Galveston BayStudent: M. Ruijs

Relatie tussen unity check en faalkansStudent: J. De Vlieger

77 |



Invloed van zandeigenschappen op het piping procesStudent: R. van der Zee

The morphological effects of Sediment diversions on the Lower Mississippi RiverStudent: M.Bos

Stroming van beton in diepwandenStudent: J. Mulder


Modeling the Evolution of the Wax Lake Delta in Atcha-falaya Bay, LouisianaStudent: K. Hanegan

The appraisal of climate adaptation measures and coastal management strategies for Durban, South AfricaStudent: M. A. Geldenhuys

Impact of acces of channels geometry on wave penetra-tion in harboursStudent: C. G. Mardones

Low Frequency Wave Resonance on Fringing ReefsStudent: A. W. Mackay Pomeroy

Geo-Engineering

Experimenteel modelleren van horizontale belastingen op grote diameter monopaal fundaties in zandStudent: A. Alderlieste

Piled embankment with Geosynthetic ReinforcementStudent: T.J.M. den Boogert

Grondvervormingen ten gevolge van het maken van bouwputten Student: J. Kimenai

Toepassing spanningspadmethode op een horizontaal gronddruk vraagstuk Student: G. Peeters

Negative Skin Friction; Design challenges in SingaporeStudent: P.J. Spruit

Watermanagement

A Decision-Support System based on Real Time Control and Data Assimilation Student: A.L. van Breukelen

Integrated water management from the treasurer’s perspective Student: J. van Leeuwen

Subsurface abstraction in the Amsterdam Watersupply Dunes Student: R. Martens

Groundwater dynamics landslides in varved clays Student: J.E. van der Spek


Micro dynamisch verkeersmanagementStudent: I. Bouma

Effect van verkeerslichten op turborotondesStudent: B. Granneman

Line design of the futureStudent: N. Guis

Redesign of the bus station Groningen assisted by a new simulation tool for bus stationsStudent: J.J.F. Hoogenboom MSc.

Futures of Rotterdam SouthStudent: R. Hoogerwerf

De overgang van 80 km/uur naar 50 km/uur op de grens bebouwde komStudent: M. de Jong

Separation of Freeway Traffic Flows by Dynamic Lane AssignmentStudent: A.M.G. Soekroella

Regional effects on road safety of the RijnlandRouteStudent: L.M. van Dijk

Around the metro - Research intro the potencies of the metro stops in RotterdamStudent: R.G. van Huet

78 |





Living Tree BuildingsStudent: Anne Nuijten

Application of Ultra High Strength Concrete in LNG Termi-nalsStudent: Michel Kortenaar

Mechanical behavior of bridge bearings of concrete bridgesStudent: M. de Boer

Winter damage of porous asphaltStudent: S.A. Mohan

Snap through of large shield driven tunnelsStudent: T.G. van der Waart van Gulik

Traffic induced bearing loads and movements of a steel plate-girder bridgeStudent: V. Bos

The optimization of tripod substructure and its applica-tion to two different topsidesStudent: Wenchao Wang

Human Induced Lateral Vibration of BridgesStudent: D. Karagiannis


Covering A28 highway at AmersfoortStudent: S.L. Huneker

The elevated metro structure in concrete, UHPC and compositeStudent: R.J.A. Kenter

The sustainable refurbishment of bk city Student: M.K. Prodromou

A timber bearing structure for ‘Concept House’Student: A.D. van Wijngaarden


Integral Design of Work Channels and BasinsStudent: T, IJsebeartDredging history of the river Waal and expected future dredging works Student: J.S. Bardoel

Numerical modeling of wave run-up on a dike Student: I.C. van den Bosch

Analysis of costs in new terminals investments Student: C. van Buuren

Shell factors for piles subjected to horizontal soil displacements Student: Erik den Arend

A comprehensive assessment of Multilayered Safety in flood risk management Student: Frouke Hoss

The Gevelco quay wall Student: D. Grotegoed

“Feasibility study of a Climate Dike” Student: Larissa Smolders

Flood defence town centre Dordrecht Student: M. Hinborch

Long-term morphological modelling of the mouth of the Columbia River Student: Emiel Moerman

Dynamic behaviour of tunnel elements during the immersion process Student: G.W. Nagel

Stimulering provinciale binnenvaart door verkeersman-agement en aanpak knelpunten Student: C. van der Hoog

Gaining new insights regarding traffic congestion, by explicitly considering the variability in traffic Student: O.M. Miete

Modelling nearshore currents driven by waves and set-up gradients Student: P. van de Linde

Master’s Theses February 2011

79 |



Morphological Impact of Coastal Structures Student: R. van der Hoeven

Post-trenching with a trailing suction hopper dredger Student: K. van de Leur

Port Design Student: R.A.R. Heuts

Numerical modelling of turbidity currents in submarine channels Student: Anne Ritsema

Geo-Engineering

Laterally Loaded Piles, Models and Measurements 48Student: J. Ruigrok

Watermanagement

Validation of SMOS satellite data over Ghana and Burkina Faso Student: A. Poelstra

Onderzoek naar verbrakking Polder Westzaan Student: I. Gozuberk

Analyzing the effects of large-scale green roof implementation in Singapore Student: J. van Spengen

Clogging of permeable pavements in semi-arid areas Student: M. Amirjani

Observing tidal slack in the Scheldt estuary Student: M. Lievens

Low cost disdrometer Student: S.A.P. de Jong

Swale filter drain system: The inflow – discharge relation. Student: E. A. Donkers

Conditioning of aggressive water Student: J.C.J. Gude


Gaining new insights regarding traffic congestion, by explicitly considering the variability in traffic Student: O.M. Miete

Accelerating the introduction of electric bicycles Student: Jeroen Loijen

80 |



Design tool for determining the sustainability of struc-tural designsStudent: F.T. Tool

Crack formation in structural slabs on underwater concreteStudent: W.H. van der Woerdt


“Layout design for greenfield port Filyos”Student: L.B. Donders

Undesired reshaping of exposed core materialStudent: P.H.M. Mulders

Experimental research on spatial distribution of overtop-pingStudent: A. Lioutas

Sharp bend flowStudent: A. van Sabben

Analysis of the Carbon Footprint of coastal protection systemsStudent: A.L. Labrujere

An analysis of vessel behaviour based on AIS data Student: Thijs de Boer

Tidal influence on sediment transport and bed level in the river MerwedeStudent: A.L. de Jongste (MSc Hydraulic Engineering)

Aeolian transport on beach based on field measurement on the Dutch coastStudent: Marion Coquet (Coastal engineering)

“The influence of core permeability on armour layer stability”Student: H.D. Jumelet

Behaviour of segment joints in immersed tunnels under seismic loadingStudent: Ruben van Oorsouw

Numerical modeling of sediment transport over hydraulic structuresStudent: Vincent Vuik



Structural Failure in the NetherlandsStudent: W.F. Boot

Special Nodes in Ultra High Performance ConcreteStudent: Hasan Han

Corrosion of steel reinforcement in 12 years old concrete: Inspection, evaluation and electrochemical repair of corro-sionStudent: J. Pacheco Farias

Design of walls with linear elastic finite element methodsStudent: M. Romans

V-shaped pylon conceptStudent: J. van Weerdenburg

The feasibility of full 3D modeling of concrete viaductsStudent:N.W. Kostense

Autogenous and drying shrinkageStudent: Jan van Capellen

Phenomenological modeling of ice induced vibrations of flexible offshore structuresStudent: H. Hendrikse

The effect of the introduction of the eurocode on the safety level of excisting platebridgesStudent: Frank Schotman


Damage investigations in concrete buildingsStudent: Carolina Miró-Downey

Sustainable Facade for the Energy museumStudent: S. Esmailzadeh

Structural feasibility study and design of a portable stadiumStudent: A.H. den Hollander

“Parametric Collaboration Tool” from architectural input to engineering outputStudent: Oswald Verbergt

Master’s Theses October 2010

81 |




Dynamic Speed Limits: Extension and ApplicationStudent: Ilse Schelling

Cross-shore morphological response on Chaland Head-land due to Hurricanes Gustav and IkeStudent: S.N. Kuiper

Cobble Sea Defence: Hydraulic Interface Stability of Sand underlying a Single Filter LayerStudent: Arthur Zoon

Model a dynamic equilibrium of yearly averaged salinity in the Pontchartrain BasinStudent: S. van den Heuvel

Failure of rubble mound breakwater’s armor layerStudent: unknown

Behaviour of nourishments in quasi 3-dimensional graded sediment modelsStudent: unknown

Pilot Sand Groynes Delfland CoastStudent: unknown

Dong Lam Cement FactoryStudent: W.A. (Wouter) Broersen

Probablistisch diepteontwerp voor binnengebied haven RotterdamStudent: Y. Abdelouarit

New Profile for the Amsterdam-RhinecanalStudent: L. Lievense

Master plan Porto Romano Bay, AlbaniaStudent: M.K. Kersten

Geo-Engineering

Bentonite cavities in diaphragm wallsStudent: A.J. Lubach

The adaptation of the method URUP for the Netherlands Student: A.J. Beijer

Process and stability of slow moving landslidesStudent: Eva Johanna Sloof

Modelling horizontal soil deformations Student: C.W.J. te Boekhorst

82 |

6


Research Groups and professors within the faculty

Specialisation Name Telephone 015-27. . . . .Design and Construction

Construction Mechanics Research GroupConstruction mechanics Prof. J.G. Rots 83799 Dynamics Prof. A.C.W.M. Vrouwenvelder 84782 Numerical mechanics Prof. L.J. Sluys 82728

Materials Science and Sustainable Construction Research GroupActing chairman Prof. K. van Breugel 84954

Road and Rail Engineering Research GroupRoad Engineering Prof. A.A.A. Molenaar 84812Rail Engineering Prof. A.A.A. Molenaar 84812

Building and Civil Engineering Structures Research GroupConcrete structures Prof. J.C. Walraven 85452Concrete modelling & materials Prof.ir. A.Q.C. van der Horst 87014 Timber structures Prof.dr.ir. J.W. van de Kuilen 82322 Steel structures Prof. F.S.K. Bijlaard 84581Utility buildings Prof. J.N.J.A. Vamberský 85488

Product Design Research GroupMethodical Design


Fluid Mechanics Research GroupFluid Mechanics Prof.dr.ir. G.S. Stelling 85426Environmental hydro informatics Prof.dr.ir. W.S.J. Uijttewaal 81371 Sediment Dynamics Prof.dr.ir. J.C. Winterwerp 84582Physical Oceanography Prof.dr. J.D. Pietrzak 89455

Hydraulic and Offshore Engineering Research GroupProbabilistic design and Hydraulic Structures Prof. J.K. Vrijling 85278Coastal Engineering Prof. M.J.F. Stive 84285Ports and Inland Waterways Prof.ir. T. Vellinga 85075Environmental River & Estuaria Engineering Prof. H.J. de Vriend 81541

Research groups and professors within the faculty of Civil Engineering and Geosciences

83 |



Specialisation Name Telephone 015-27. . . . .Water Management

Sanitary Engineering Research GroupSewerage Prof. F.H.L.R. Clemens 83347Waste Water treatment Prof.dr.ir. J.B. van Lier 81615Drinking Water Prof. J.C. van Dijk 85227

Water Resources Research GroupHydrology Prof. H.H.G. Savenije 81433Water Resources Prof. N.C. van de Giesen 87180Geohydrology Prof. Th. N. Olsthoorn 87346 Water Resources Management and Earth Observations Prof. Bastiaanssen Science System Assessement Prof. W. van Vierssen 87346


Traffic Modeling Prof.dr.ir. B. Van Arem 86342Traffic Safety Prof.ir. F.C.M. Wegman Transport and Traffic Networks Dr. R.A. Zuidwijk 83346Traffic and Transport Management Traffic and Transport Facilities Prof. I.A. Hansen 85279Infrastructure Planning Prof. F.M. Sanders 81780Traffic Flow Theory and Simulation Prof. S.P. Hoogendoorn 85475

Applied Earth Sciences

Applied Geology Research GroupGeneral Geology Prof. S.B. Kroonenberg 86025 Production Geology Prof. S.M. Luthi 86019

Resource Engineering Research Group

Petroleum Engineering Research GroupOil- and Gas production Engineering Prof. P.K. Currie 86033 Reservoir Technology Prof. W.R. Rossen 86038Reservoir Engineering Prof. C.P.J.W. van Kruijsdijk

Applied Geophysics and PetrophysicsGeophysical Imaging Methods Prof. W.A. Mulder 83666 Technical Geophysics Prof. C.P.A. Wapenaar 82848

Geo Engineering Research GroupGroundwater mechanics Prof. F.B.J. Barends 85423 Foundation Engineering Prof. A.F. van Tol 85478Underground Space Construction Prof. J.W. Bosch 82844 Geo environmental engineering Prof. J. Bruining 86032

Collectio

n o

f Master’s T

heses J

un

e 20

12

Facu

lty

of C

ivil

Engi

neer

ing

and

Geo

scie

nces

Civil Engineering and GeosciencesStevinweg 1PO Box 50482600 GA DelftThe Netherlands

T +31(0) 15 27 85440F +31(0) 15 27 87966

Collection of Master’s theses

June 2012

CiTG-Afstud Bndl 201206 WEB

Documents

Transcript of CiTG-Afstud Bndl 201206 WEB