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Master’s ThesesOctober 2009

Civil EngineeringStevinweg 1PO Box 50482600 GA DelftThe Netherlands

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

Master’s ThesesOctober 2009

Civil EngineeringStevinweg 1PO Box 50482600 GA DelftThe Netherlands

Telephone: +31-(0)15-2785440Telefax: +31-(0)15-2787966

2 | Master’s Theses October 2009

Table of Contents 2Preface 7What is the graduation book exactly? 9

Civil Engineering Theses 11

Structural Engineering 11

Comparison of load redistribution in concrete bridges by theoretical and Finite Element approach 12Student:BilalAhmad

Impact of initial investment on repair and maintenance strategy 13Student:M.E.Becht

Achieving neutral stresses in renewed railway switches and crossings 14Student:S.Boogaerdt

The ultimate load carrying capacity of laterally restrained concrete decks 15Student:GodfreyChamululu

Building acoustic aspects of IFD-units, Research to the nowadays quality and possibilities for improvement 16Student:A.M.J.Hietland

Numerical analysis of load-carrying capacity of thin-webbed post-tensionde T-beam using ATENA 17Student:EnnyKurniawati

The durable hybrid bridge. The use of fibre-reinforced-plastics in concrete bridges 18Student:A.J.Langedijk

Maximum possible diameter of the Great Dubai Wheel 19Student:WoutLuites

Dynamic nonlinear finite element analysis of structures subjected to explosions 20Student:ShenMa

Development of a mix design method in the laboratory for mixes with Recycled Asphalt Pavement in the drum mix facility 21Student:GirumMengisteMerine

Maintenance strategies for the TANZAM highway in Tanzania 22Student:A.K.Mwinchande

Fiber Reinforced Cementitious Composite Tailoring through 3D Lattice Fracture Simulations 23Student:HerryPrabowo

Stability design for frame type structures 24Student:R.P.Veerman

Hybrid concrete elements in a marine environment 25Student:N.Waterman


Building Engineering 27

The appreciation of the thermal indoor environment in practice 28Student:DennisFaas

Sustainability, Flexibility and Costs of High-rise 29Student:Ing.S.C.B.L.M.vanHellenbergHubar

The extent to which the EMVI instrument has contributed to the achievements of the business objectives of Rijkwaterstaat 30

Student:C.OttoLiving Apartment Concept 31

Student:C.SekanyamboTool to design masonry double-curved shells 32

Student:T.J.vanSwinderen

Table of Contents


Improvement through insulation: insulation on the interior of existing dwellings 33Student:R.M.Tersteeg

A supply-driven approach applied to the Contractor’s organisation 34Student:MartijnVerster

Structural Design of North Side of Breda Central Station 35Student:YiruiYao


Hydraulic & Geo Engineering 37

Non-hydrostatic modelling of waves in layered fluids 38Student:S.H.Balkema

Formulation and Quantification of the Disctributed Collinear Triad Approximation 39Student:MatthijsBenit

Stability of a single top layer of cubes 40Student:R.vanBuchem

How biofilms influence morphology. 41Student:MyronvanDamme

Dune growth on natural and nourished beaches 42Student:ThijsDamsma

Toe structures of rubble mound breakwaters. Stability in depth limited conditions 43Student:R.E.Ebbens

A Numerical Study on Design of Normal & T-Head Coastal Groins 44Student:SepehrEslamiArab

The functional flexibility of lock design, applied on the Meuse route 45Student:RamondeGroot

Wave physics in a tidal inlet – Part I & II 46Student:PaulJ.vanderHam

Simulation studies to openings of the Calandbrug 47Student:B.Hiemstra

Implementation of a wetting and drying algorithm in a finite element model 48Student:AnnaKroon

Using Texel Inlet as a sediment transport belt 49Student:J.W.A.Lakeman

The energy polder 50Student:LeslieMooyaart

King Abdullah Economic City Port Master Plan, Kingdom of Saudi Arabia Student:JNammunineeKrohn

New Orleans Storm Surge Barrier 52Student:RuudNooij

Failure of Peat Dikes due to Drought 53Student:NterekasDimitrios

Modelling the 1775 storm surge deposits at the Heemskerk dunes 54Student:A.D.Pool

Loads on underwater concrete floors and tension piles due to swell 55Student:RogierSchippers

Generating electricity from waves at a breakwater in a moderate wave climate 56Student:J.E.Schoolderman

Constructing a parking garage underneath historical city canals – a case study 57Student:PieterSchoutens


Analysis of wave impact on the elastocoast® system 58Student:R.W.Sluijsmans

Evaluation of Material Models for Liquefaction 59Student:AntenehBiruTsegaye

Water jets surrounded by an air film 60Student:F.R.S.Vinke

Movable water barrier for the 21st century 61Student:FlorisvanderZiel

Stability of morphological cells to dredging-dumping activities 62Student:NicolasZimmermann

Effect of the concrete density on the stability of Xbloc armour units 63Student:B.N.M.vanZwicht


Watermanagement 65

Water use of jatropha 66Student:RoelBlesgraaf

A new perspective on continental moisture recycling 67Student:R.J.vanderEnt

A function-oriented methodology of flood vulnerability assessment 68Student:ZhenFang

The influence of clay cracks on the rainfall-runoff process 69Student:H.E.Geertsema

Optimization of the rainfall-runoff response in urban areas by using controllable drains 70Student:DavidHaroMonteagudo

Improved disaster management with use of Statistics Netherlands data 71Student:J.T.M.Kuilboer

Investigation subsurface iron and arsenic removal: anoxic column experiments to explore efficiency parameters 72Student:H.vanderLaan

Regeneration of zeolites used for ammonium removal from anaerobic groundwater 73Student:Y.Mikkers


Transport & Planning 75

Towards Sustainable Urban Water Management in Brazil 76Student:ElwinF.Bakker

Development of District Heating Networks in Urban Areas 77Student:DaanvanBeekum

Towards an optimal (re-) construction of motorways 78Student:ChristopheEgyed

Calibrating a traffic microsimulation model with a phase based algorithm to make the trajectories suitable for traffic emission predictions. 79

Student:FrankdeGroenVerbetering vervaardigingproces GVVP’s 80

Student:R.J.in’tHoutOptimization traffic control using route information 81

Student:JunLi

Table of Contents


Assessment of the relationship between observed crashes and simulated conflicts at intersections 82Student:PaulaA.Marchesini

Reducing Travel Time Loss in Financial Services 83Student:RalphOtto

Optimal configurations for designs of bus stations 84Student:J.vanRossum

Network Performance Degeneration in Dynamic Traffic Assignment 85Student:WouterSchakel

Vrouwezand, island in lake IJsselmeer 86Student:BartSimon

A dynamic traffic assignment model based on social costs 87Student:E.A.J.Vendrik

High-frequency train service between Rotterdam and Leiden 88Student:R.H.vanVliet

A disaggregate freight transport model of transport chain and shipment size choice on the Swedish commodity flow survey 2004/05 89

Student:ElisabethWindisch

Offshore Engineering Theses 91

Discrete Element Modelling of Sand/Rock Cutting in Deep Water 92Student:MortezaAbdeli

The effect of fluid velocity on eigenfrequencies of FPSO piping systems 93Student:SietzeDouweAkkerman

‘An investigation of squalls and their impact on in situ structures, using measured data from the Greater Plutonio Field, Offshore Angola’ 94

Student:J.J.R.BrokkingGrab Dredger Optimization 95

Student:RikrikGantinaOn-Bottom Stability of High Temperature Pipelines 96

Student:J.M.vanHiltenDesign of a floating offshore support structure for the Wave Rotor. 97

Student:ReinderJorritsmaOptimization of the Transport- & Installation Process of Offshore Wind Farms 98

Student:CoenKleipoolMethod for real-time touchdown point measuring during pipeline installation 99

Student:J.M.deKlerkWake influence on tidal turbine performance and tidal farm arrangements 100

Student:MoritzPalmMooring and installation of wave energy converter Wavebob 101

Student:B.PoppelaarsFatigue Integrity of Mooring Lines on Offshore Production Facilities 102

Student:W.F.vanRossemDeep Water Subsea Heavy Lifting 103

Student:W.J.SlobJack-up leg design for arctic operations 104

Student:P.SmeetsFriction forces in pigging: a predictive model 105

Student:M.TillemansInfluence 90 degrees bends on the pressure losses in slurry transport 106

Student:A.R.Verschoor


The added mass effect in centrifugal pumps: an approximation formula for the added mass moment of inertia of logarithmic impellers 107

Student:J.M.vanWijk

Last year’s Theses 109

Master’s Theses July 2009 110Master’s Theses March 2009 112Master’s Theses October 2008 114Research groups and professors within the faculty of Civil Engineering and Geosciences 118

Table of Contents


Preface

For graduates, the Master’s thesis is the crowning touch to their studies. The thesis is an extensive piece of academic research and writing that is carried out independently. By completing a thesis, graduates demonstrate that they are worthy of the title of Master of Science. The time spent studying at our faculty has given them the skills and knowledge needed to complete this comprehensive task. The theses collected in this book reflect the high academic quality of our graduates. They have used their theses not only to address relevant societal problems, but also to present innovative solutions. Their theses reflect their capabilities and the fact that they are truly ready to embark on their careers.

These theses are valuable documents for the faculty of Civil Engineering and Geosciences. They help us to establish and demonstrate the societal relevance and quality of our teaching programmes. The high standards we pursue at our faculty are reflected throughout this book. Our graduates skilfully address relevant issues such as coping with climate change and sustainable design. They also provide workable solutions, reflecting one of our faculty’s primary aims: to contribute to the progress of society.

It gives me great pride to present our graduates in this book. They will now leave their student days behind them and enter the work force. I wish them good luck in continuing their valuable work for society.

Prof.LouisdeQuelerijDeanoftheFacultyofCivilEngineeringandGeosciences


What is the graduation book exactly?

“Master’s Theses October 2009” 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”, “Transport, Infrastructure and Logistics” or “Offshore Engineering”.

The purpose of this publication is to inform professionals working in these fields about recent developments 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 realisation of a Master’s thesis. Alternatively, the thesis may be part of a wider research project within the department 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 march 2009”, 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 five specialisations: • Structural Engineering • Building Engineering • Hydraulic and Geo Engineering • Water Management • Transport & Planning

The Offshore Engineering Master’s programme

The Transport, Infrastructure and Logistics Master’s programme

All of the summaries have a similar layout. Call the department in question if you require further details about a specific thesis (the phone number 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 departments, 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. If you so wish, you can also make an appointment to view a particular thesis.

Department of Education & Student Affairs015-27 81199 / 81765

Department of Marketing & Communication015-27 87685 / 88045

Further information:Delft University of TechnologyFaculty of CEG, Department of Communications PO Box 50482600 GA DelftThe Netherlands

1.

Civil Engineering Theses

Structural Engineering


1 Structural Engineering

Comparison of load redistribution in concrete bridges by theoretical and Finite Element approach

Finding out the actual load redistribution in a concrete bridge deck is an important parameter before starting the analysis of the bridge deck. Various theoretical methods are developed in the past to find out the actual share of load on each girder of deck slabs. Finite element based programs can be used to analyze the decks in more detail and to overcome the limitations of theoretical approaches.

This research includes the study, application and comparison of a theoretical and a finite element based approach for finding the load redistribution in a bridge deck.

An existing bridge located in the Kruithuisweg near TU Delft is investigated. The equivalent load and reaction forces on the girders are calculated by the theoretical as well as by the FEA (finite element approach). The shear stresses in the longitudinal girders under the heaviest lane are calculated. Euro code load specifications are used for the analysis. The critical shear stress on a critical section is found by changing the position of the wheel loads along the longitudinal axis of the bridge. A comparison is made with actual field practice for calculating the critical shear stress for girders.

The results from this research can be used to identify the critical girder in bridge deck, calculate the equivalent load on critical beam by theoretical and finite element approach, and calculate the nodal shear stresses at critical section and to find out the total shear force by integrating the nodal stresses on cross sectional area of critical girder. By using FEA load redistribution can be analyzed more precisely by changing the position of loads and calculating stresses at different sections.

The research is done only on linear stage of structure. As after cracking the load redistribution occurs again, a further detailed analysis can be done in non-linear stage as an extension to this research.

Student: Bilal AhmadCommittee: Prof. dr. ir. J. C. Walraven (TU Delft), Dr. ir. P.C.J. Hoogenboom (TU Delft), Ir. J.A. den Uijl(TU Delft),

Ir. L.J.M. Houben(TU Delft)

Forfurtherinformation,pleasecontactthesectionofStructuralandBuildingEngineering,tel.nr:(+31)(0)152784578



In the last few years the importance of the aspect durability in the design of a concrete structure has increased. Before that the construction was designed due to a deemed-to-satisfy approach. In this approach the designer determines the so-called environmental class, based on the location, use and environmental factors. This environmental class prescribes what the maximum w/b factor, minimum cover and the maximum crack should be. These requirements are implemented in the design and the concrete mix is composed based on that. This deemed-to-satisfy approach is quit simple but has the side effect that there is no distinction in the type of cement, no relation between the cover and the density of concrete, no base in judging the variation of the cover and there is no economical optimization.

This master thesis is about modelling the integral costs and counteracting these side effects due to the following approach: • Modelling chloride induced corrosion by using a

Monte Carlo Simulation; • Composing an inventory about inspection- and

repair costs; • Modelling a Nett constant value model, counterac-

tion the interest and inflation; • Economical optimization between the concrete

cover and the chloride induced corrosion. As a result several ways were found in minimizing the costs, but only one relation was found which determines the economical optimum. Pushing the concrete repair outside the design lifetime is the most cost efficient and therefore initial investment has a large impact on the repair and maintenance strategy.

Impact of initial investment on repair and maintenance strategy

Student: M.E. BechtCommittee: Prof.dr.ir. J.C. Walraven, Prof.ir. A.Q.C. van der Horst (BAM), Dr. ir.E.A.B. Koenders, Ir. J Bouwmeester

(BAM)




Achieving neutral stresses in renewed railway switches and crossings

VolkerRail in combination with Corus and Vossloh (VCV) has developed a full modular working method to reduce the time needed to renew a switch and crossing (S&C) unit from the current standard of 48 hours to a maximum period of 8 hours. This new installation method requires a different approach to stress the S&C unit and the adjacent plain line to obtain no stress at the Stress Free Temperature (SFT). During the Master Thesis project a working sequence is developed to achieve a stress free temperature in a renewed S&C unit and the plain line, satisfying these requirements in a worst case scenario (ΔT = 30°C, S&C unit type C11, rail type UIC54, sleeper spacing 0.6 m).

Tests were performed to determine the longitudinal resistance between the sleepers and the ballast. This is done for the situation with top ballast and without top ballast. The results of these tests have been used to validate a model of the S&C unit made in the finale element program Longstab.

With the model different situations were tested to determine the best working sequence for stressing of the plain line. Within the requirements set by the full modular working method the test results from the model show it to be impossible to stress the plain line by pulling, as the longitudinal ballast resistance is not sufficient.

Based on the results of the numerical simulations the following working sequence for stressing is proposed:

• The S&C Unit is to be installed at its final location before any other track is welded to the S&C unit.

• The S&C unit has to be installed at the SFT of 27°C and kept at this temperature using heating blan-kets until the closure welds have been made.

• The existing track needs to be un-clipped over a length of 90m from the location of the closure weld.

• The new plain line that needs to be installed on either end of the S&C unit is installed in panels of 18-19 m.

• The new panels need to be unclipped prior to the welding to the S&C unit.

• After welding the panels to the S&C unit they need to be heated using a heating wagon. Behind the heating wagon the rails have to be clipped.

• The plain line has to be heated extra to compensa-te for the extra length needed to stress the unclip-ped 90 m of existing track.

• All welds to be made with a Flash Butt Welder to reduce the time required for the welding.

Top ballast needs to be installed in the S&C unit after welding the panels to the S&C unit and making the closure weld.

Student: S. BoogaerdtSupervisors: Prof.dr.ir. A.A.A. Molenaar, Dr.ir. V.L. Markine, Ir. L.J.M. Houben, Dr.ir. P.C.J. Hoogenboom,

J.P.T. van Eck (VolkerRail)




The unforeseen increase in traffic intensity and the existence of heavy trucks loads using fewer axles may be a threat to the bearing capacity of existing bridge structures. Therefore there is need of a reliable method for predicting the ultimate capacity of reinforced concrete slabs subjected to loads. Currently Bridges in the Netherlands are designed according to the Dutch standard which is based on flexural theory or punching shear theories that neglect the strength enhancing effect of arching called compressive membrane action (CMA). These conventional elastic and plastic flexural methods, which are normally used, generally result in designs that tend to be over conservative.

This report seeks to explain an engineering model that can predict the ultimate load carrying capacity of the slabs that are laterally restrained. In laterally restrained slabs a phenomenon called compressive membrane action (CMA) exists whenever the slab is loaded out of plane. This phenomenon enhances the load carrying capacity of the slabs.

The phenomenon of compressive membrane action has been investigated by many researchers. Many of these researchers have based their theoretical formulations on plasticity theories. Plasticity theories tend to be more complex , their analysis require alot of assumptions and simplifications. The strength and load predictions of the reinforced concrete behaviour made under such theories tend to be less accurate. Researchers such as Kirkpatrick, Rankin, and Long, 16have tried to use simplified method that are based on McDowell et al21.

In order to investigate how much the compressive membrane action contributes to the load carrying capacity of slabs which are laterally restrained, a theoretical model according to according to McDowell et al21 whose prediction of the arching action does not rely on knowledge of the slab’s critical deflection at failure is proposed.

This model is used to predict the flexural and punching shear capacities of slabs with laterally restrained edges.

To validate the accuracy of the model results predicted by the theoretical model are compared with the results from tests, the Dutch code and the non linear finite element analysis. The theoretical model predicts results close to test results.

The ultimate load carrying capacity of laterally restrained concrete decks

Student: Godfrey ChamululuCommittee: Prof. dr. ir. J. C. Walraven, Dr. ir. C. van der Veen, Dr.ir. C.R. Braam, Dr. ir. P. C.J. Hoogenboom, Ir Joop

den Uijl, Ir. L. J. M. Houben.




Building acoustic aspects of IFD-units, Research to the nowadays quality and possibilities for improvement

The National Vrom-survey, performed in 2005, shows that noise hindrance is an important topic on the list of most important subjects in the social environment. To create a legal framework for noise, the law on “noise hindrance” was implemented in the Netherlands in 1979. This law is associated with a package of measures to limit hindrance.The most common method for improving the acoustic quality in light structures is with the application of cavities. The lack of knowledge and relatively difficult to calculate sound insulation values of cavity structures causes an not justified view in the building industry that good sound insulation is not possible in light structures. This view is based on the thought that in general the acoustic performances of light structures are lower than those of massive structures. In this study the focus is on IFD constructions. These constructions are industrial, flexible and demountable. The majority of this type of structures is build with re-usable steel units. The study consists of three parts:

Part1:LiteraturestudyThe literature study shows that a clear and complete overview of the acoustic performance of light structures is unavailable. In the field of IFD construction there is no acoustic information. An overview of the literature about building acoustics of light structures is given. For the calculation of sound insulation of cavity structures there are a limited number of software programs available. In each of the programs the starting point is an existing structure. There are no programs for the acoustic design of cavity structures.

Part2:SoundtransmissionwithinIFDstructuresPart 2 is a study into the sound transmission within an IFD building. To create a view of the existing performance some measurements were done in a model office of IFD dealer “De Meeuw Oirschot BV”. In the model office the vertical and horizontal airborne sound insulation and the vertical impact sound insulation were measured. The test results were analyzed using the theory from literature and compared with several benchmarks, including the

Dutch standard NEN 1070. The measurements show a relatively high vertical sound insulation which meets the highest quality from NEN 1070. The main causes for the high performance are the dual cavity structure because of the use of individual building units and the limited connections between the units. The horizontal airborne sound transmission is low in comparison with the vertical airborne sound insulation. A first improvement of the horizontal airborne sound insulation can be achieved by preventing the leakage of sound. After the elimination of sound leaks the sound insulation can be improved by decoupling the cavity sheets, increasing the cavity width or by adding mass. The effect of disconnecting the cavity sheets is reinforced by the decoupling of the floors between the different units.A calculation model was developed to improve the acoustic design of cavity structures in IFD structures. In this calculation model the sound insulation of cavity structures including linear couplings can be calculated.

Part3:FeasibilitystudyimprovefaçadesoundinsulationPart 3 of the research consists of a feasibility study on the acoustic and thermal improvement of the closed elements of the façade of “De Meeuw Oirschot BV”. The feasibility study is started with an investigation into the possibilities for improving the façade sound insulation. The theory and the calculation model from the previous investigation were used. The investigation suggests that decoupling the cavity plates, with rubber material, is the best solution to satisfy the needs of this specific project. The façade element with the rubber decoupling was studied on feasibility. In this study there is a focus on the constructive feasibility. This shows that it is not possible to satisfy the structural safety with the constructive use of the rubber elements. To reach sufficient structural strength 2 options were worked out. The first option is based on separated columns, where the structure on the outside of the building supports the wind load. The cavity plate on the inside of the building is carried with separated columns. The second option is based on a constructive coupling of the inside en outside columns through bolts.

Student: A.M.J. HietlandSupervisors: Prof.ir. F.S.K. Bijlaard, Prof.dipl.-ing. J.N.J.A. Vambersky, Ir. R. Abspoel, Ir. A.C. van der Linden,

M. Roel (Mobius Consult), Ir. L.J.M. Houben




The problem related to the assessment of residual capacity and the safety of existing bridges has brought challenges to numerical technique. The challenge is to optimize its advantages over the experimental analysis which is predominantly used. Even though experimental analysis is a direct way to obtain the results, it has limited scope because of the relatively small number of test which can be carried out within the limited resources and time. It is also certainly much more expensive.By far, at the present, the most popular numerical technique for analyzing structures is finite element method. Despite the advance capability and high accuracy offered by the finite element package, it still has not met with the widespread success in the case of concrete structures. The classical problem is the lack of consistency in results between various structures. A successful numerical model for a structural form, will not automatically guarantee the same success for other types of structure. This is a reason why tailoring is needed: in order to minimize the possible errors. Based on those issues, this thesis tries to encourage and to explore the possibility of the use of finite element package ATENA in supporting and extending the experimental investigation. This thesis is a test case and preliminary study to tailor the use of ATENA for thin-webbed post-tensioned T-beam structure. In this thesis, comparative studies of modeling parameters that are considered to be sensible and to affect the results are performed as the main process of tailoring ATENA. The studies are mainly developed in the course of 2D modeling.

The results of the comparative studies can then be used as the best numerical strategy: the ‘constant’ modeling parameters for the general use of structural type in question. Those modeling parameters are: • Mesh size of eight elements over its web height • Fixed crack model with variable shear retention

factor• 2DConcretematerialmodelwhichbasedonthe

conceptofsmearedcracks,damageandfracturemechanics(inATENA,knownasSbetaModel)

• Bond-slip model of CEB-FIP Model Code 1990 • Reinforcement material model of elastic-perfectly

plasticNot only 2D modeling, 3D modeling, which is a useful extension in studying more detailed aspects, is also developed in this thesis. Through the results obtained, we can learn that in the case of thin-webbed post-tensioned T-beam modeling, 2D modeling is sufficient in the sense of simplicity, efficiency and accuracy. The 3D analysis can be done afterwards if more complex and detailed information is needed.All of the analyses performed in this report also show that ATENA can be used with confidence in the numerical analysis to comprehensively predict the capacity and load-carrying mechanism of thin-webbed post-tensioned T-beam with shear compression failure.

Numerical analysis of load-carrying capacity of thin-webbed post-tensionde T-beam using ATENA

Student: Enny KurniawatiCommittee: Prof. dr. ir. J.C. Walraven, Ir. J.A. den Uijl, Dr. ir. M.A.N Hendriks and Ir. L.J.M Houben

(Delft University of Technology)




The durable hybrid bridgeThe use of fibre-reinforced-plastics in concrete bridges

Nowadays there are problems with the durability of concrete bridges due to corrosion of the steel reinforcement of the bridges. The corrosion of the reinforcement reduces the strength and stiffness of the construction and it makes the bridges look less aesthetic.

By the use of reinforcement made of fibre-reinforced-plastics (FRP) as an alternative of the reinforcement steel, these problems can be solved. There will be no corrosion so the durability is guaranteed. Also profiles op FRP can be used in collaboration with a concrete layer. This solution leads to a durable hybrid bridge.

This thesis contains a feasibility study of a design of a concrete bridge without steel reinforcement. The objective is to investigate which structural design of a concrete traffic bridge is the best option (costs, durability, aesthetics) for the use of FRP instead of reinforcement steel. Several variants are studied and two variants were chosen as the best options. These are the solid concrete slab with FRP reinforcement and the FRP trough girder with an concrete compressive layer.

The FRP trough girder is the most innovative variant and is chosen for further research. The technical feasibility of the bridge design is calculated by hand and checked by a computer model of the design in Scia Engineer. The computer model is also used to check the strength of some important details of the design.

The construction aspects of the design are important for its feasibility. The design of the mould for the production of the FRP girder is made of polystyrene. This polystyrene can also be used as lost formwork when the concrete compressive layer is cast at the site.

The costs of the durable hybrid bridge are competitive when the whole Life Cycle Analyse is performed. The bridge will be costs competitive due to a high score at the use of natural resources, foundation, maintenance, recycling and CO2-emission.

The conclusion of the feasibility thesis is that the design of the FRP trough girder with concrete compressive layer is technically and economically possible and will lead to an innovative, aesthetic and above all durable design of a concrete traffic bridge.

Student: A.J. LangedijkCommittee: Prof. dr. ir. J.C. Walraven (TU Delft), Dr. ir. C. van der Veen (TU Delft), Dr. ing. M.H. Kolstein (TU Delft),

Ing. F.J. van der Vaart (Municipality Utrecht), Ir. L.J.M. Houben (TU Delft)


Explodedviewofthedurablehybridbridge

TheFRPthroughgirderwithconcretecompressivelayer



In December 2007 Royal Haskoning has won an international design competition organized by the Great Wheel Corporation in which they ask for a concept master plan for a unique hotel. The design of Royal Haskoning featured a 185m tall Ferris wheel in which the hotel was situated. The main difference between a classic Ferris wheel and the design of Royal Haskoning is that the design of Royal Haskoning hasn’t got spokes. More and more Ferris wheels are build all over the world as landmarks, up until the design of Royal Haskoning the focus was on building taller and taller, in Beijing a Ferris wheel of 208m is currently being realized. This raised the question why is the Great Dubai wheel only planned at 185m, and even more importantly: “What is the maximum possible diameter of the Great Dubai Wheel?”

In this Master thesis the maximum possible diameter of the Great Dubai Wheel has been investigated. To be able to state the maximum diameter of the Great Dubai Wheel the Master thesis can be broken down in three parts. 1 Limitations of the current design; 2 Possible improvements to the design;3 Maximum possible diameter of the improved

design;

In the first part the limitations of the current design have been analyzed. This made clear that the proposed design wasn’t feasible; the main problem was the lack of effectiveness of the used material. In the second part of the Master thesis some proposed solutions have been investigated, and in the third and final part of the Master thesis the improved design has been analyzed and the maximum diameter of the Great Dubai Wheel has been stated.

Throughout the project parametric design has been used as a very useful tool. Because the intention of the project was to find the maximum possible diameter of the Great Dubai Wheel, the structural model had to be changed continuously. Via a spreadsheet the complete input-file for the structural analysis program was written, this made it possible to quickly change the model and to determine if the proposed solutions were actually effective or not, and also to easily derive the maximum diameter of the Great Dubai Wheel.

The conclusion is that the improved design of the Great Dubai Wheel has got a maximum possible diameter of about 210m.

Maximum possible diameter of the Great Dubai Wheel

Student: Wout LuitesCommittee: Prof.dipl.-ing. J.N.J.A. Vambersky, Dr. ing. A. Romeijn, Dr.ir. P.C.J. Hoogenboom, Ir. D.P. Snijders

(Corsmit B.V.), Ir. L.J.M. Houben




Dynamic nonlinear finite element analysis of structures subjected to explosions

The main subject of this thesis is to study the non-linear static and dynamic characteristics of a structure subjected to explosions and to explore the characteristics of the Dynamic Magnification Factor (DMF) for non-linear structural systems, by means of the FE-software package (TNO-DIANA).

An explosion is a quite complex physical and chemical phenomenon. It can produce a series of high-speed ruinous fluid. Process plants in the petrochemical industry handle hydrocarbons and other fuels that can and have produced accidental explosions. Plants are designed to minimize the occurrence of such incidents. Although such incidents may be relatively rare, when they do occur, the consequences can be extremely severe involving personnel casualty, financial loss and potential impact on public safety. Currently, there exist a number of methods about blast resistance design. In this report, the study focuses on the most accurate method of all, Finite Element Analysis. As we know, for linear elastic structural system, a design factor called Dynamic Magnification Factor (DMF) is used for the estimation of the corresponding dynamic responses by linear static analysis.

OnMarch23,2005,anexplosionoccurredintheBPTexasRefinery

According to the conclusions of this thesis, the DMF of a non-linear structural system is certainly affected by peak overpressure and duration of blast loads, shown in the right chart. A non-linear dynamic FE-analysis is a feasible approach for analyzing a reinforced concrete structure subjected to explosion. The analysis process needs some time costs but the more accurate modeling might save much more building costs.

Student: Shen MaCommittee: Prof.ir. A.C.W.M. Vrouwenvelder, Ir. B.J. van Geijtenbeek (Fluor BV), Dr.ir.drs. C.R. Braam,

Dr.ir. M.A.N. Hendriks, Dr.ir. J. Weerheijm, Ir. L.J.M. Houben




Economic and environmental considerations have prompted the recycling of materials. Starting from the early 1970s, the use of recycled asphalt is ever increasing. A reclaimed asphalt pavement, commonly called RAP, is an old asphalt pavement that is milled up from a road. This material can be reused in new asphalt mixtures because the components of the mix – the asphalt binder and aggregate - still have value. Using RAP in new mixtures can reduce the amount of new material that has to be added, and can save money and natural resources. In addition, HMA mixtures with RAP can perform as well as HMA made with all new material.

Handling of RAP during the production process influences the mixture performance. In developing a mix design method, it is crucial that the laboratory mix design process simulates the actual industrial production process, in order to predict as close as possible the field performance of plant produced mixes with laboratory made mixes.

The objective of this study was to develop a laboratory mix design procedure for hot mix asphalt (HMA) containing a high recycled asphalt pavement (RAP) content, specifically manufactured in a double barrel asphalt plant. Three mixing method processes were compared during the study. The standard method represents the mixing process in a traditional asphalt plant. The two other methods represent the mixing process when using high amounts of RAP: the one method simulates the standard parallel drum system, and the other one is simulating the double barrel system. For these three mixing methods a Dutch specification asphalt base course mix with 40% and 50% RAP content was used.

The measured performance properties of the mixes included stiffness, indirect tensile strength, resistance to permanent deformation and moisture sensitivity. From the test results it can be concluded that the mixing method in the laboratory has a considerable influence on the mix properties. The standard mixing method results in higher stiffness values and less permanent deformation compared to the other two applied mixing methods, which can be very important with respect to CE marking. However, more research is needed to confirm the trends also in practice.

Development of a mix design method in the laboratory for mixes with Recycled Asphalt Pavement in the drum mix facility

Student: Girum Mengiste MerineCommittee: Prof.dr.ir. A.A.A. Molenaar, Ir. M.F.C. van de Ven, Dr.ir. A.L.A. Fraaij,

Ing. E.R.J. van der Lee (Gebr. Van der Lee VOF), Ir. L.J.M. Houben




Maintenance strategies for the TANZAM highway in Tanzania

Road Infrastructure contributes significant to the economic growth of a nation and poverty reduction. However, like many other assets, roads do deteriorate with time and thus need to be maintained. Roads deteriorate due to the effect of environment and traffic loading. In many low income developing countries there is a competing demand for very limited available resources. In order to have scientific criteria for the most economic utilization of the little resources available, an economic evaluation of different maintenance investment strategies becomes a necessity.

This research is based on a case study on the TANZAM highway in Tanzania. The TANZAM highway links the capital and harbour city of Dar es Salaam to the inland and to neighbouring landlocked countries such as Zambia and DRC Congo. It is the most relevant and most heavily loaded road in the country that is mainly used by (overloaded) trucks. The road has an asphalt pavement.

The project concerns the investigation of the current condition of the pavement and the analysis of various maintenance strategies using different methods. During a site visit the structural condition of the pavement on a 184 km long road stretch was investigated through a visual condition survey. Based on this survey the road stretch was subdivided into 5 homogeneous sections. The Highway and Development Model (HDM-4) was used to find for each section the optimal maintenance strategy, for a period of 20 years, from an economic point of view, i.e. the lowest total costs (maintenance costs and road user costs). Through sensitivity analyses the effect of the truck axle loads and the discount rate on the optimal maintenance strategy was studied.

On one road section extreme structural damage was observed. For this section, through linear-elastic multilayer calculations different maintenance measures were analysed taking into account the estimated real truck axle loads, the climatic conditions and the estimated deteriorated structural condition of the various pavement layers. The required asphalt overlay and the required asphalt pavement structure, in case of a complete reconstruction, have been determined.

Student: A.K. MwinchandeCommittee: Prof.dr.ir. A.A.A. Molenaar, Ir. L.J.M. Houben, Ir. P.B.L. Wiggenraad




Fiber Reinforced Cementitious Composite Tailoring through 3D Lattice Fracture Simulations

Concrete is currently the most used man-made material in the world. Even if the consumptions of all other materials are combined, the amount of concrete consumed is still twice larger. As per 2008, about 2.5 billion metric tons are produced each year, equal to 369 kg for every person on earth. No other material except water is consumed in such remarkable amounts.

As structural material, concrete actually is less strong compared to other materials such as steel. Perhaps one will wonder why concrete is widely spread in structural applications. There are at least three main reasons. First, it has an excellent resistance to water. Second, it can be formed into various shapes and sizes. And last but not least, it is usually the cheapest and the most readily available material.

Besides the advantages mentioned above, concrete also has several shortcomings. One of them is its brittle nature. This brittle property can significantly limit the applicability of the material in structural applications.

In addition, the facts in the field show that many infrastructure problems and failures can be traced back to the cracking and brittle nature of concrete. It is no wonder that significant research efforts have gone into attempts to enhance the ductility of concrete materials. Current research shows that the most effective way of enhancing concrete ductility is by adding fibers. The research advances in this field yield a class of ultra ductile fiber reinforced cementitious composites called ECC (Engineered Cementitious Composites). Occasionally, these materials exhibit an extremely high strain capacity of more than 6% and a distributed crack pattern with fine cracks under imposed deformation loading. These material behaviors are achieved through microstructures tailoring including matrix, fiber, and interface parameter.

The main objective of this thesis was to develop a procedure/tool to design ductile fiber concrete with the 3D Lattice Fracture Model.

According to the conclusion of this thesis, 3D Lattice Fracture Model is quite effective and efficient in simulating the ductile behavior of concrete specimens under Single Fiber Pull-out tests and Uni-axial tensile tests.

Student: Herry PrabowoCommittee: Prof.dr.ir. K. van Breugel, Dr.ir. H.J.E.G. Schlangen, Dr.ir. P.C.J. Hoogenboom, Ir. Z. Qian,

Ir. L.J.M. Houben


BridgecollapseinMinneapolis,August1,1997

Load–displacementcurve



Stability design for frame type structures

In current practise, stability calculations are often made by linear computer analyses and code checks. Next to this, computer programs are available that do non-linear analyses. These programs can also calculate the ultimate load for stability failure, however, the results appear to be much too high. The reason is that residual stresses and shape deviations are neglected in the structural models. The buckling load of structures and structural members strongly depends on residual stresses and shape deviations. In this MSc thesis research has been done into the influence of residual stresses and shape deviations. Four types of structures are analysed. These structures are: a single column, a unbraced portal frame, a braced portal frame and a braced extended frame.

Every structural type has been analyzed both analytically and numerically. Performing non-linear analyses, based on equilibrium between internal and external bending moments, several formulas are found to calculate the additional deflection. The number of formulas depends on the residual stress distribution and on the number of elements. A rectangular residual stress distribution was assumed and one element was analysed. The results are formulas for the additional deflection, the internal moment distribution, the internal stresses and the bearing capacity.

For the numerical analyses, the computer program Matrix Frame has been used. The shape deviations are inserted by using small (straight) elements with small initial displacements. The residual stresses are inserted by dividing all section properties in two and making two non-linear ultimate load calculations. One with a small yield stress and one with a large yield stress. The summation of these results is an accurate approximation of the bearing capacity.

The residual stresses and the shape deviations that are used in the calculations are equal to or larger than required in the Dutch code of practice. It was shown that both the analytical and numerical bearing capacity agree well with the bearing capacity according to the Dutch code of practise. An exception is the unbraced portal frame for which the code predicts somewhat less bearing capacity than the analytical and numerical analyses.

The main conclusion is that realistic residual stresses and shape deviations can be added to both analytical models and numerical models. The resulting bearing capacity agrees well with traditional code calculations.

Student: R.P. VeermanCommittee: Prof.ir. A.C.W.M. Vrouwenvelder, Prof.ir. F.S.K. Bijlaard, Dr.ir. P.C.J. Hoogenboom, Ir. L.J.M. Houben




Student: N. WatermanCommittee: Prof.dr.ir. J.C. Walraven (TU Delft), Prof.ir.A.Q.C. van der Horst (TU Delft/BAM Infraconsult),

Dr.ir.drs. C.R. Braam (TU Delft), Mw.ir. W.J. Bouwmeester-van-den-Bos (TU Delft/BAM Infraconsult), Ir. L.J.M. Houben (TU Delft)

ForfurtherinformationpleasecontactthesectionofStructuralandBuildingEngineering,telnr:(015)2784578

Combining Ultra High Performance Fiber Reinforce Concrete (UHPFRC) and Normal Strength Concrete (NSC) in a hybrid element offers great opportunities for marine structures. The low permeability of UHPFRC prevents the ingress of chlorides from the seawater and thereby increases the durability of these concrete structures extensively. Furthermore, the high mechanical strength improves its structural behavior in both bending and shear and makes it possible to control the formation of cracks.

The main objective of this study is to prove the feasibility of the hybrid concept in a marine structure. Therefore both the structural behavior and the possible economical advantages have been investigated.

Theoretical research has been performed to determine the behavior of UHPFRC in both tension and compression. Since the tensile behavior strongly depends on the ‘fiber efficiency’, a model has been introduced which approaches the real behavior. This gives the opportunity to make design calculations when no experimental results are available.

The advantages of the hybrid concept are illustrated by a case study on a jetty structure. Design calculations in both the Ultimate Limit State (ULS) and the Serviceability Limit State (SLS) are made. Since UHPFRC has an extended post-cracking behavior, it generates a great contribution to the bending capacity of the cross section. The higher stiffness of UHPFRC relative to the NSC of the structure leads to a ‘jump’ in the normal stresses. This introduces higher shear stresses at the interface. To prove the combined action between the UHPFRC and the NSC layer, a two-layer model has been introduced.

The application of the hybrid concept to the jetty structure makes it possible to create lighter prefabricated sections during the construction phase. This reduction in dead load makes it possible to reduce the auxiliary counterweight of the crane during the execution process, which increases the erection speed of the project.

Although promising results are obtained, the reduction of the total costs is limited since the steel pile foundation is the greatest expense for a jetty structure. Still the hybrid concept increases the durability and thereby the structure’s life time. It is expected that the real advantage of the hybrid concept is received during the structure’s life cycle. The presence of UHPFRC in the outer fibers reduces or even eliminates possible structural maintenance. In the end it can be concluded that applying the hybrid concept to other types of marine structures could lead to an even higher enhancement.

Hybrid concrete elements in a marine environment “Combining ultra high performance fiber reinforced concrete and normal strength concrete”

Effectsofchlorideingress

Jetty

Hybridconcept(highperformanceoutershell,normalperformancecore)

Influenceofthefiberorientationonthetensilestrength


Building Engineering

2.


2 Building Engineering

The appreciation of the thermal indoor environment in practice

IntroductionThe quality of the thermal indoor environment is a very important criterion for the appreciation of the overall quality of a building. A thermal calculation of the building is made during a good process designing a building, so that for instance you know the number of times that the indoor temperature exceeds the maximum allowable temperature. The quality of the indoor thermal environment is not easy measurable in practice. It is not possible for the owner of the building to check if the thermal quality of the indoor environment meets the agreed quality.

Objective of the master thesisThe objective of the master thesis is to develop a method so that you can check the quality of the thermal indoor environment in practice by doing a short time of measurements in practice. The quality of the thermal indoor environment can be checked in various rooms inside a building using the commonly used climateyear 1964.

This method can be used in practice for checking the quality of the thermal environment in buildings that have just been finished. It can also be used in buildings where the users are complaining about the quality of the thermal environment.

ResearchSimulation calculations have been used for the analysis of several rooms and the development of the checkingmethod in this master thesis. The checkingmethod for the quality of the thermal indoor environment has been developed with the knowledge of analysis of the weather and analysis of the sensitivity of the indoor temperature for changes of building parameters.

ResultsThe idea of the checkingmethod is that a measurement in practice gives you a little piece of information about the room including it’s usage during the measurement and the response of the room to the weather. This information needs to be extended from a short period of measuring to a whole year. The way of extending and the steps that need to be taken to make a prediction of the indoor temperature are shown below.

• Step 1: measure the hourly operative indoor tem-perature and the hourly outdoor temperature;

• Step 2: determine the connection between the operative indoor temperature and the outdoor tem-perature through a linear regression analysis;

• Step 3: determine the amount of times that the indoor temperature exceeds the maximum indoor temperature, using the developed calculation me-thod with the climate year 1964.

Conclusion and recommendationIt is possible to check the quality of the thermal indoor environment of Alpha-buildings using the developed checkingmethod. However it still is hard to predict the amount of confidence and the accuracy of the results. A follow-up is necessary to determine the amount of confidence and the accuracy of the results.

Student: Dennis FaasCommittee: prof. dipl. ing. J.N.J.A. Vambersky, ir. A.C. van der Linden, ing. S.R. Kurvers, ir. E.R. van der Ham,

ir. W. Plokker (Vabi Software B.V.)

FormoreinformationpleasecontactthesectionBuildingEngineering,tel.+31(0)152783990



IntroductionNowadays sustainability is a big issue. For buildings the concentration is most of the time on the energy consumption instead of the sustainability of the building itself (materials). The building sustainability is not only influenced by the environmental weight of the materials. Also the lifespan of the building influences the sustainability. A longer lifespan can be engaged by the possibility of switching the building function and by having much freedom in the floor plan.

The aim of this Master Thesis is to give an judgment about the best construction system for high rise building. Besides this the best floor system to provide a switch in building function is searched for. These results are combined and compared with the system that is used nowadays.

Switch of building functionsThe point supported massive concrete floor, which can be seen as the typical floor for the function living. Has as disadvantage that switching functions is not possible. In this part of the thesis six floor, for which a function switch is possible, are compared. The “channel plate” as well as the “infra+ floor” have good results. Unless the “channel plate” is more sustainable but because of the costs and flexibility the “infra+ floor” is in favor.By comparing this floor with the massive concrete floor the costs and height for flexibility can be found. Depending the function and span of the floor the additional costs for the “infra+ floor” are 83-102 €/m2 and the additional height is 110 mm or 170 mm.

Construction systemIn this part the core, outrigger and tube are overviewed with a fixed floor plan and a varying height of 70,4m, 96, and 134,4m. In this overview achievement in steel and concrete are included. The best concrete construction system is the tube and the best steel construction system is the outrigger. From both materials steel gives more freedom in the floor plan. The sustainability of concrete is much better and the construction costs for concrete are lower. So overall

the best construction system is the concrete tube.There is found that concrete is more sustainable than steel. The used method for this is based on the environmental costs. Because of the bigger material consumption of concrete what results in exhaustion and landscape degradation a change in the environmental cost can be expected in the future. And at a certain point the best construction system will be the steel outrigger instead of the concrete tube.

Traditional vs best systemThe traditional system can be described as a core with massive concrete floor. The best system can be seen as the concrete tube with infra+ floor. Comparing these two systems the traditional system is cheaper and more sustainable. But it has a lack on flexibility. What can result in more costs for the maintenance or lower rents when the building not fits the market demands. Initially the best system is 67,50 €/m2 more expensive but because of the lack of flexibility this cost difference will decrease over time. Another advantage of the best system is the possibility of switching the function to another market when the initial market shrinks.

ConclusionThe conclusion of this thesis contains three statements of a broader sense: • Sustainability is more than the environmental costs

of materials • Flexibility is sustainability • The traditional building system is wrong

Sustainability, Flexibility and Costs of High-rise

Student: Ing. S.C.B.L.M. van Hellenberg HubarCommittee: Prof. dipl. Ing. J.N.J.A. Vambersky, Ir. S. Pasterkamp, Prof. dr. ir. A.A.J.F. van den Dobbelsteen,

Ir. P. Peters (IMd raadgevende ingenieurs)




The extent to which the EMVI instrument has contributed to the achievements of the business objectives of Rijkwaterstaat

De traditionele manier van aanbesteding waarbij gebruik wordt gemaakt van het gunningscriterium ‘laagste prijs’ zorgt voor een aantal nadelen. De oplossingen geleverd door aanbieders zijn op deze manier van aanbesteden weliswaar vaak scherp geprijsd is maar hierdoor ook kwaliteitief minder. Aanbieders die echter wel bereid zijn om betere kwaliteit te leveren krijgen vaak de opdracht niet gegund omdat zij hierdoor niet meer de laagste inschrijvingsprijs hebben. Er wordt met dit gunningscriterium dus gekozen voor de goedkoopste oplossing in plaats van de beste. Het enige alternatief voor gunnen op laagste prijs is het gunningscriterium ‘economisch meest voordelige inschrijving’, afgekort EMVI, zoals staat beschreven in de Europese Richtlijnen (2004/18/EG art. 53 sub. 1).

Bij het gunningscriterium ‘laagste prijs’ wordt er gestuurd op prijs. Bij het gunningscriterium EMVI wordt er daarnaast ook gestuurd op meerwaarde. De meerwaarde wordt vertaald in EMVI-criteria waarop de inschrijvers worden beoordeeld. Voor de beoordeling van de verschillende inschrijvingen bestaat een aantal methodes. Vier bekende voorbeelden daarvan zijn: • ratiosysteem, waarbij de totale waarde wordt gedeeld

door de prijs • puntensysteem, waarbij zowel de meerwaarde als de

prijs in punten worden uitgedrukt • ontwerpwedstrijd, waarbij met een vast budget wordt

gekeken naar de aanbieding met de beste prestatie • prijscorrectiesysteem, waarbij de monetaire meer-

waarde van de inschrijvingsprijs wordt afgetrokken. Deze laatste wordt voornamelijk toegepast bij Rijks-waterstaat.

Vanaf de tweede helft van 2005 zijn gegevens beschikbaar gesteld over de opdrachten die gegund zijn op EMVI door RWS. Binnen RWS zijn op beleidsniveau vier beleidsaspecten opgesteld waar, gebruikmakend van het gunningscriterium EMVI, op gestuurd dient te worden. Deze vier beleidsaspecten zijn: publieksgerichtheid, duurzaamheid, veiligheid en projectbeheersing. Kennis over de hoeveelheid aanbestedingen is bekend bij RWS maar wat echter het effect is van het gunningscriterium EMVI niet. Tijdens dit

onderzoek is er bij de afdeling InkoopManagement GWW (IMG) bij Rijkswaterstaat een kwalitatieve evaluatie gedaan naar de mate waarin de gunningsmethode EMVI meerwaarde levert voor wat betreft het realiseren van de vier beleidsaspecten van RWS. Hiermee vormt dit onderzoek tevens een nulmeting naar het gebruik van het gunningscriterium EMVI binnen RWS.

Vanuit een literatuuronderzoek en gebruikmakend van een drietal aanbestedingen is een evaluatiemodel opgesteld. Met dit model zijn alle EMVI-aanbestedingen, die door RWS in 2008 zijn gedaan, geëvalueerd. Om de verschillende EMVI-criteria te beoordelen zijn ze eerst ondergebracht door een expertteam in een van de vier beleidsaspecten. Criteria die nergens bij pasten zijn ondergebracht bij een vijfde aspect, genaamd project specifiek. Tijdens de analyse is als eerste gekeken naar de uitvraag. Uit de analyse kwam naar voren dat gemiddeld gezien het prijsvolume voor 68% mee telt in de uitvragen en de monetaire meerwaarde voor 32%. Die 32% meerwaarde is weer verder verdeeld over de vier beleidsaspecten. Vervolgens is gekeken naar de aanbiedingen van de aanbieders. De aanbieders zijn eerst verdeeld over drie groepen: (1) de winnende inschrijvers, (2) alle inschrijvers en (3) inschrijvers met de laagste inschrijving. Hierbij kwam naar voren dat voor de winnaars geldt dat er voor 63% invulling wordt gegeven op de wensen van RWS. De 63% die overeenkomt met een bedrag van 93 M€ en is ook weer verder verdeeld over de vier beleidsaspecten. Vervolgens zijn de resultaten van groep 1 (winnaars) naast de resultaten van groep 3 gelegd (laagste inschrijvers).

Uit het resultaat hiervan kan worden afgeleid dat indien altijd voor de laagste inschrijving zou worden gekozen het zou betekenen dat RWS in 2008 3.5 M€ goedkoper uit zou zijn ten koste van 19.6 M€ minder meerwaarde (minderwaarde).Tot slot is onderzocht welke aspecten tijdens het aanbestedingsproces nog meer een rol spelen. Daar kwam uit dat bij toename van het aantal inschrijvingen de mate van invulling geven door de markt ook toeneemt en dat bij toename van het aantal EMVI-criteria de mate van invulling geven op de wensen van RWS afneemt.

Student: C. OttoCommittee: Prof.dr.ir. H.A.J. de Ridder (TU Delft), Ir. M. Dreschler (TU Delft), Prof.dr.ir. J.K. Vrijling (TU Delft),

Dhr. G. de Jong (RWS)




The extent to which the EMVI instrument has contributed to the achievements of the business objectives of Rijkwaterstaat

This thesis presents the result of a search for an answer to questions of how best to design a dynamic control process for apartment building by using a decision support system with which the end-users (tenants) can make layout of the apartments that suite them for a changing environment but also sustainable. In order to contextualize, substantiate and develop the research, a review of literature on the subject matter of this research was undertaken. The review of the state-of-the-art in the building process was mainly focused on the collaboration among different actors within the BC process. It is followed by the review of literature on the sustainability development to explore and investigate the current practice of sustainable construction within the BC process. The findings from the review of literature on the state-of-the-art and sustainability concept within the BC process were used to develop methodology for integrating LBC principles and sustainability into an apartment building process. This methodology is a dynamic control process model to implement the LBC during the operation phase of building life cycle. Evaluation of the developed process model was carried out by showing how it could be supported by an IT tool to assess its suitability and practicability. The feedback from the evaluation showed that the process model is effective in encouraging some aspects of LBC principles such as the bottom-up design approach and supply-driven project delivery. Similarly, it enables some aspects of sustainability principles such as minimizing resource use and encouraging the use of modular components.

Thus, in this research it can be concluded that the integration of both living building and sustainability concepts can assist to develop tools that can support the end-users in the BC project delivery process. In this way, the end-users, without having to become experts themselves, can access to the Body of Construction Knowledge.

Living Apartment Concept

Student: C. SekanyamboCommittee: Prof.dr.ir. H.A.J. de Ridder (TU Delft), Dr.ir. S.S. Öszariyildiz (TU Delft), E.B. Tuncer (MSc),

Dr.ir. P. Willems (TNO)




Tool to design masonry double-curved shells

IntroductionThe design of a double-curved shell is time-consuming, because the shapes are often complex, the architect is very specific in the desired shape and the engineer has to perform an elaborate analysis. To decrease the time and increase the quality of the process of making a conceptual design, the communication-process between architect and engineer has to be improved. Philippe Block and John Ochsendorf, active at the Masonry Research department of the M.I.T., have proposed a new theory to analyse shells with, the Thrust Network Analysis (TNA). In this research an interactive design tool has been developed, with which masonry shells can be rapidly designed and analysed. The new tool uses the TNA theory, which is based on three-dimensional equilibrium of force networks.After designing and analysing the conceptual shape of the shell, it has to be materialised. Following examples by Eladio Dieste, whose designs are the inspiration to use brick as building material, the tool is able to generate masonry patterns and takes into account manufacturability constraints for this material.

TheoriesThrust Network Analysis: The most relevant theory is the TNA, which makes use of force polygons and the reciprocal relationship. This analysis performs a check of the force flow. Stability checks, such as buckling behaviour and displacements, are not regarded.Catmull Rom splines: To generate the shell surface, create the masonry pattern and make the application interactive the theory of Catmull Rom splines has been used. The theory creates curves, using four points and the angle of the curve in these points. The curve always passes through these four points.

The toolIt has been created in Processing , an open source programming language and environment. The new application consists of four main steps: 1 Setup of the initial force network model;2 Analysis and design of the network model;3 Generate the masonry pattern, which can either be

a linear pattern or a spherical pattern;4 Export the final model.The initial force network model setup in step 1 has two options: (a) Create a parameter model;(b) Import a model and approximate it with a parameter model.

The interface is designed to be user friendly. At the top of the interface the four tabs are located, that represent the four steps. Several layers are created when the application is used, so that the results are available for all actors that are active in the continuation of the design process. For the structural engineer the force network model layer is of importance, for the architect the surface models and the contractor might be interested in the masonry pattern layer. To assure widespread use the tool supports a wide range of export formats, such as: .dxf (for AutoCAD and 3DMax), .rvb (for Rhinoceros), .mel (for Maya) and .rb (for SketchUP).

DiscussionOne of the main goals was to create an interactive tool, with which the architect and engineer can rapidly generate a conceptual shape for a masonry shell. Using the theory of TNA in combination with Catmull Rom splines has provided the right conditions to design a first prototype for this tool. To improve the results and increase the range of possible shapes to analyse, research should be done into expanding the TNA to make it suitable for tensile forces and into designing the tool to let it form find the force network and masonry

pattern automatically, instead of manually by the user.

Student: T.J. van SwinderenCommittee: Prof. dipl.-ing. J.N.J.A. Vamberský, ir. J.W. Welleman, ir. J.L. Coenders and ir. A. Borgart




Introduction With the introduction of labels that define the energetic quality of buildings a new stimulus for the insulation of buildings was created. The housing society Stadgenoot in Amsterdam has a large number of dwellings, and part of this has a poor energetic quality. Insulation of these dwellings is a cost-effective measure to increase the energetic quality. Because of limitations towards placement of insulation on the exterior of the buildings or in the cavity of walls, insulation on the interior is the only option remaining.

Problem definition Insulation on the interior side of buildings has some distinct problems. First of all the lettable floor area of a dwelling will decrease. Secondly the placement of the insulation and in particular the moisture-resistant foil is a difficult and precise work. A third problem is that the comfort of dwellings will decrease, because the wall cannot store sufficient amounts of heat to level out temperature differences during the day.The fourth problem and the main topic of this research are the changes in temperature and humidity that will come forth as a result of the placement of the insulation. Due to these changes moisture problems such as condensation and growth of mould might occur. This research evaluates the risks involved with different forms of insulation - insulating materials - and aims to compare the various forms.

Research To evaluate various details of different buildings a three dimensional heat, air and moisture model (3D-HAM model) has been developed within COMSOL. In this model the temperature and humidity were simulated; from these two values the relative humidity or - in materials - activity of water is calculated. The activity of water of different materials on different locations in the structure is used to estimate the risk of moisture problems occurring. The risks are evaluated on the chance of high water activity and what effect a high water activity has on different materials.Next to the activity of water and the risks other factors are also included to aid the decision for a particular form of insulation. These factors include the costs,

the ecological value of the materials, the difficulty of placement, the thickness of the insulation and the energy savings made.Apart from the direct calculation of the ideal situation, situations where defects are present in the insulation and possible improvements are calculated as well. These calculations offer insight in the best practice to avoid problems with high relative humidity in the structure. In the figure the activity of water on the surface of one of the details is given.

Conclusions and recommendations A large number of calculations were performed and thus a large number of results have been generated. The main conclusions from this research are:The area around wooden beams that perforate the insulation and are supported by a brick wall should be kept free of insulation for 50 to 100 mm. But a damp barrier should be in place to avoid moisture build-up around the beam. • The area between the ceiling of a dwelling and

the floor above should be insulated as well if the exterior wall is to be insulated and a damp barrier should be placed as well. This means the ceiling in most cases has to be removed to make it possible to place the insulation.

• The area between a wall and a parallel beam will be maximum thickness for insulation if a separate damp barrier is not required. If a damp barrier is required the insulation may be thicker and sur-round the beam.

• To avoid moisture problems interior walls con-nected to an exterior wall should be covered with insulation as well. For brick walls this should be done for at least 250 mm from the exterior wall, for concrete walls this distance is increased to 300 mm.

Improvement through insulation: insulation on the interior of existing dwellings

Student: R.M. TersteegCommittee: prof. dipl.-ing. J.N.J.A. Vambersky (CEG, BE), dr. ir. A.L.A. Fraaij (CEG, M&E),

ir. E.R. van den Ham (Arch, BP), A. Verheus (Stadgenoot vastgoedbedrijf bv)




A supply-driven approach applied to the Contractor’s organisation“a view on supply chain management for medium-sized con-tractor companies in large scale road construction projects”

Research aimContractors are forced to compete mainly on price and the consequential severe price fighting results in structural low profit margins. Contractors however are willing and able to gain competitive advantage through quality against premium price. A supply-driven approach should give the contractors the opportunity to do so. In a supply-driven construction industry, a responsive pull market with a high level of client interference is replaced by a proactive push market with less client interference. From a conceptual perspective, a supply-driven construction industry implies that concepts or designs are less client-specific and more pre-engineered. Suppliers already have virtually pre-engineered product families which can be made client-specific in accordance with specific wishes and requirements. The aim of the research has been to give a view on the desired business organisation for contractors in a supply-driven construction industry. The research focus is on the characteristic position of medium-sized contractor companies with the ambition to be a competitive player in large scale road infrastructure projects.

In general theory on supply-driven business a couple concepts have been investigated, that can be helpful in tackling the research problem and the peculiarities in construction. The relevant theory comes together in a framework for the supply chain structure for large scale road construction project delivery. It describes a hierarchically structured supply chain with system and subsystem suppliers on multiple tiers. A systems integrator role has been identified to serve as principal supplier on the various tiers. On every tier the systems integrator is supplied by a small number of direct suppliers which provide for entire subassemblies rather than component parts. The framework enables contractors to develop a delivery process with a multi-project strategy in a stable, repetitive, highly flexible, and cooperative way. The framework elaborates on multiple dimensions of the project delivery process, i.e. supply chain structure, products and production strategies and the associated relationships in the supply chain. Furthermore the framework provides insight in possible strategic positions in the project delivery supply chain.

A field research in Ooms Construction’s business has existed of 1) interviews within Ooms Construction’s management and managers at possible partners and clients in the road construction market and 2) research in Ooms Construction’s product portfolio. A SWOT-analysis showed that strengths of medium-sized contractors are flexibility and responsiveness of the organisation, experience and skill in collaboration with partners, weaknesses were the production capacity bound to a particular area in the Netherlands, lack of management capacity and available financial resources. Opportunities lie in distinction from competitors by giving product guarantees, increased attractiveness for potential partners and possibility to remain a player in the relatively large market. The threats encountered are risk of investment, compatibility of product developments with existing maintenance and operation procedures, and suppliers that are reluctant to attain a supply-driven strategy and to take increased responsibility.

A confrontation of the theoretical framework and the interview outcome has shown that the application of a supply-driven market in large scale road construction is desirable on the long run. There are still several major changes to be made at the client as well as contractor side. Both need substantial investments of money, time and effort. The size of medium-sized contractors in relation to the size of the projects in large scale road construction seems to put them in a 1st tier direct supplier role in the market. to remain a strong player in the road construction market contractor companies should invest in a separate ‘systems integration’ department. From there they will probably have the possibility to grow further into the principal supplier role. Now, the contractors and clients in the market should only dare to take the challenge and put their shoulders to the wheel together.

Student: Martijn VersterCommittee: Prof.dr.ir. H.A.J. de Ridder (TU Delft), Ir. R. Vrijhoef (TU Delft), Ir. M.W. Ludema (TBM), Ir. I. Oost

(Ooms Avenhorn Holding BV)




IntroductionThe topology of the Breda CS has the image of the whole station complex under one single roof. The architectural design meets the needs for a public transport where large open space can be found in most area. However, the bus terminal on the north side at level 1 has many columns and low ceiling height. This master’s thesis aims to reduce the rows of columns on the bus terminal and creative more open space for the public in a structural way. The north side of Breda CS has the dimension of 180m long, 27.5m wide and 23m high.

Research ProcessSeveral widely used structural stabilizing systems and floor systems in the Netherlands for multi-storey buildings have been firstly studied. With the PoR and the goal of this thesis, 5 structural alternatives have been designed for the north side of Breda CS. The results of selection comes out that the truss structure is the most suitable structural concept to design.The slim floor system had been selected and the pattern of the truss was determined by the pattern optimization and unit check. On the bus terminal the tree column structure was designed to save more columns besides supporting the above trusses. The geometry of the tree column structure was determined by form finding to an optimal. Frame structure was chosen for the underground due to its functional requirements.

Result & ConclusionWith the results of the final structure from SCIA ESA PT, conclusions can be drawn that the new structure is generally verified effectively and sufficiently. The comparison between the new structure and current designed structure shows that, the number of the columns on the bus terminal has been reduced by 70%, and the structural area has been reduced by 75%. In addition, despite the offices with truss structure is 40% heavier, the weight of the whole structure has been saved to 1/3 of the current one by using steel instead of concrete.

In conclusion, the new design reduces the number of the columns on the bus terminal and creates more open space for the public successfully. And the more flexible space makes it possible for future renovation. Moreover, getting rid of the deep concrete beams by steel structure also reduces the ceiling height at bus level.

Structural Design of North Side of Breda Central Station

Student: Yirui YaoCommittee: Prof.Dipl.-Ing. J.N.J.A. Vamberský, Ir. R. Hopstaken (DHV), Ir. S. Pasterkamp,

Ir. H. Mihl (Faculty of Architecture)


3.


Hydraulic & Geo Engineering


3 Hydraulic & Geo Engineering

Non-hydrostatic modelling of waves in layered fluids

Layered fluids occur at numerous places in nature where two fluids of different density are involved and mixing is limited. The two fluids flow on top of each other with interactions at the interface only, but they can influence each other to a high degree regarding wave propagation and dissipation.

In this thesis a non-hydrostatic two-layer 2DV model, based on the scheme presented by Stelling and Zijlema (2003), is developed. The model is non-hydrostatic; the velocities are corrected with a pressure gradient following from the requirement of a divergence free flow field per computational cell. The model is a two-layer model; only layered systems with two layers of different but constant density are considered and the mixing is left out of consideration. The divide between the between upper and lower layer is considered a sharp interface. The density is discontinuous at the interface and the fluids are completely separated by the interface. To guarantee an exact representation of the interface, a boundary following grid is used in the vertical.

In several test cases the model has been validated. In a closed basin test the dispersion relation is shown to follow the linear dispersion relation for internal and external waves almost exactly when two layers are used. The model is also tested against analytical models with regard to dissipation of the waves by a viscous lower layer (mud) and showed comparable results.

The model however performed less well for highly advective processes with large gradients such as the sex-change test. Considering differences in flow velocity between the layers, the stability of the model was substantially lower than according to linear theory. The limit for this new model has been found to depend on the thickness of one layer only in stead of the total depth.

Finally the model was used to reproduce results of laboratory experiments found in literature. The steepening of internal waves and generation of solitons was reasonable well represented.

The result of this study is a non-hydrostatic 2DV two-layer model, which has the same attractive properties as the model by Stelling and Zijlema regarding wave dispersion of both internal and external waves.

Student: S.H. BalkemaCommittee: Prof. dr. if. G.S. Stelling (TU Delft), dr. ir. M. Zijlema (TU Delft), dr. ir. J.C. Winterwerp (TU Delft),

ir. M.A. Schipper (TU Delft), Prof. dr. ir. J.A. Battjes (TU Delft)

ForfurtherinformationpleasecontactthedepartmentofHydraulicEngineering,+31(0)152781953



As waves enter the surf-zone, the wave spectra undergo drastic transformations because of depth-induced breaking and triad-interactions. Any arbitrary spectrum will converge towards a smooth, universal shape in which initially higher harmonic peaks emerge that disappear as waves propagate further into the surf-zone.

The current formulation of triad interactions in the spectral wave model SWAN, is not capable of converging spectra towards a universal shape and removing the higher harmonic peaks. A newer formulation for triad interactions, called the DCTA, was therefore published in 2006 and this formulation was further developed in this M.Sc. thesis. This development entailed the implementation of the formulation in an experimental version of the spectral wave model SWAN (Booij et al., 1999) and making trial calculations The final formulation of the DCTA was presented in a second publication (Booij et al., 2009) of which the present author is co-author

After the validation of the DCTA, in which its ability to converge any spectrum to a universal shape in various simple bathymetries was established, the calibration was subsequently done with measurements of Smith (2004). For every incident spectrum (out of 31), the optimum value for the tuneable coefficient λ was through a minimisation of the error-values for Hm0 and Tm01.

The performance calibrated DCTA was then verified on a series of laboratory (Beji and Battjes, 1993; Smith, 2004; Boers, 2005) and field measurements (Delilah, Amelander Zeegat, Haringvliet from Ris et al., 2002). This indicated that the DCTA estimated the evolution of the spectra towards a universal shape and the generation and smoothening of harmonic frequency peaks well. Contrary to the LTA, it generated harmonic frequency peaks at every multiple of the base frequencies and was able to remove the peak in shallow water. However, it overestimated the height of the peak and the height of the tail and did not smooth the shape frequencies between harmonic frequencies sufficiently.

It was concluded that the transfer of energy towards higher frequencies was inhibited. Including a frequency dependent distribution of the dissipation, as suggested in the literature and confirmed with measurements, will probably improve the results, as this will invoke a continued energy flux through the spectrum from lower frequencies to higher where energy is eventually dissipated.

Formulation and Quantification of the Disctributed Collinear Triad Approximation

Student: Matthijs BenitCommittee: Prof. dr. ir. G. S. Stelling (TU Delft), Dr. ir. L. H. Holthuijsen (TU Delft), Dr. ir. G. Ph. Van Vledder (TU

Delft), Dr. ir. P. J. Visser (TU Delft), Dr. ir. A. J. Van Der Westhuysen (Deltares)




Stability of a single top layer of cubes

Three important aspects considering the stability of a single armour layer of a breakwater consisting of concrete cubes are addressed: The influence of the wave steepness, the influence of the slope on the stability of the single armour layer, and the influence of the packing density on the stability of the single armour layer. This study is based on a literature study and the results from a test program including a small-scale physical model tests. All conclusions have been based on model tests, in which the cubes were placed by hand and placed in a stretching bond (halfsteensverband).

In total eighteen tests were performed in the wave flume of the Fluid Mechanics Laboratory of the Faculty of Civil Engineering and Geosciences. Two different slopes were tested together with three different packing densities and three different wave steepness. It was found that the gentler slope did not contribute to the stability in this setting using a stretching bond. In fact the model failed earlier than the model with a steeper slope in most cases. The best results were found using a slope of cotα = 1.5.

Secondly, the influence of the packing density showed varying failure mechanism. When applying a large packing density (np = 0.20) the damage occurred below SWL. Contrary to small packing densities (np = 0.35) where damage occurred higher than SWL. It was found that, from the tested packing densities, a packing density of 0.28 gives the best results for both slopes.

This conclusion is conform the findings of previous tests [Van Gent et al, 1999]. During these tests an optimum packing density of np = 0.25 – 0.30 was found. Although the cubes were placed randomly in the tests of Van Gent. In this study the cubes were placed in a stretching bond. Finally it was found that a wave steepness of s0p = 0.04-0.05 causes minimum stability for the armour layer.

The results during the tests seem to have a strong correlation with pitched stones. Therefore the black box model as well as the analytical method for pitched stones (6-xi-rule) is treated in an attempt to optimize the design rules for different configurations. In combination with an adjusted 6-xi-rule and the formulae from Van der Meer for loose rock, formulae were developed based on curve fitting. The formulae are valid for cubes placed in a stretching bond.

Student: R. van BuchemCommittee: Prof. Dr. Ir. M.J.F. Stive, Prof. Dr. Ir. W.S.J. Uijttewaal, Ir. H.J. Verhagen, Ir. M. Caljouw




Within the field of biogeomorphology there is still a lack of understanding of how diatoms are able to stabilize sediment in estuaries and lagoons. Previous research done on this topic have agreed on the fact that Extracellular Polymeric Substance (EPS) is responsible for the stabilizing behaviour, but disagree on how this stabilizing effect is achieved and what processes are involved in making an EPS biofilm shear off. This study focuses on the question how the biofilms achieve the stabilizing effect and what processes make a biofilm shear off. To obtain a full picture of the influence of biofilms, this research combines the research to the effects of transport on boundary layer turbulence with the study to the stabilizing effects of biofilms under flow. Artificial biofilms were used in order to obtain repeatability in the experiments. The choice for the artificial biofilms was based on previous research done to the properties of biofilms and resulted in the choice for the materials sodium and calcium alginate. To study the effects of transport and biofilms on the turbulence, flume experiments have been performed using a Laser Doppler Anemometer. For studying the effects of sediment transport on turbulence, coarse sediment with a D50 of 2mm and fine sediment with a D50 of 0.5mm have been used. The biofilm experiments have only been performed in combination with the fine sediment. From comparing this study with other studies to the influence of biofilms and transport on turbulence, became clear that the influence of bed load transport of sediment on the turbulence intensities depends on the ratio between the particle size and the length scale of the turbulence. In this study a decreases in the turbulence intensities was found over the height at which transport of coarse sediment took place. In case of the fine sediment no effects have been found because the ratio of the particle size to the length scale of the turbulence was too small in order to influence the high energy region of the energy spectrum. The presence of biofilms created a smoother bed leading to a decrease in the turbulence intensities throughout the water column, decreasing the bed shear stress. This smoothening effect increased with increasing viscous behaviour of the biofilm. Biofilms grown under

high shear stress are therefore better able to decrease the turbulence intensities. The effects biofilms have on bed load transport are negligible, though they could decrease suspended transport by lowering the equilibrium concentration of the water by decreasing the turbulence intensities. In order to make the biofilm shear off under flow, the sediment particles under the biofilm have to be set in motion. Failure was found to occur when sand ripples eroded the sediment in front of the biofilm, allowing the flow to come under the biofilm. Field studies that often use a cohesive strength meter to study the stabilizing effects of biofilms often find higher values for the stabilizing effect than found with flume studies. When using the cohesive strength meter the internal stresses in the biofilm have to become larger than the cohesive strength of the biofilm which is in the order of 100 times the mean bed shear stress. This therefore leads to much higher stabilizing results than when the shearing off of the entire biofilm is studied in flumes. Under the conditions at which biofilms grow, the flow alone is not able to lead to high enough internal stresses in the biofilm to make it fail. Research on the internal stresses in biofilms under influence of waves and currents combined is recommended to see if the breaking up of the biofilm can be a failure mechanism with high probability.

How biofilms influence morphology.

Student: Myron van DammeCommittee: Prof M.J.F. Stive (TU Delft), Prof R.R. Simons (UCL), Dr. B.C. van Prooijen (TU Delft)




Dune growth on natural and nourished beaches

To strengthen the Zuid-Holland coast, a 20 million m3 foreshore nourishment named “the sand engine” is proposed. As a design’s potential dune development is one of the design criteria, it is desired to know in advance what influence on dune development can be expected from such a nourishment. As current understanding of this subject is limited, the objective for this thesis is found in this knowledge gap. The thesis strives to answer the following question: “How will the coastal dunes develop in the ten years after the sand engine plan has been executed?”

Dune evolution is found to depend on the balance between the erosive hydrodynamic forces during storms and the (mainly) accreting influence of aeolian (wind-blown) sand transport. The rate of transport by both of these processes is found to depend on the beach width, and this effect is empirically quantified for a 165-year dataset of the Dutch coast. A wider beach both offers more protection from dune erosion and allows for higher rates of aeolian transport. Current numerical models are found to be capable of making predictions of the hydrodynamic influence for the 10 year temporal and 10 km spatial scales, but the fundamental understanding of aeolian transport is limited. Thus no predictions of aeolian transport rates can be made, nor how this rate is quantitatively influenced by the beach width.

Dune development described by the two main datasets of the Dutch coast (the Dutch Beach Line and JARKUS datasets) is analyzed using various techniques. No

meaningful empirical relations between beach width or coastline migration rates for the time and space scale of the sand engine project can be uncovered. Due to the annual character of both datasets, the individual influence of aeolian and hydrodynamic forces cannot be easily distinguished. Variations in susceptibility to erosion are found to correlate better to measured dunefoot development than just the beach width, a strong indication that the variability in rates of erosion, and not in rates of aeolian deposition are the main cause of variability in dune development. Together with other circumstantial evidence this leads to the following hypothesis: “Variability in dunefoot migration rates is determined by variability in the erosive (hydrodynamic) processes, not by variability in the accretive (aeolian) processes.”

The assumption that spatial and temporal variability in aeolian transport to the dunes can be neglected provides an opportunity for dune growth modelling. A conceptual model based on this assumption is proposed. The model is able to qualitatively describe how a nourishment influences dune evolution.

Finally, it is recommended to use the insights of this thesis to qualitatively compare alternative designs for the sand engine by their capacity to reduce erosion. The more protection a design provides to dune erosion, the higher the rate of dune growth a design is expected to invoke.

Student: Thijs DamsmaCommittee: Prof M.J.F. Stive (TU Delft), Dr. ir. S.G.J. Aarninkhof (Boskalis), Dr. ir. M. van Koningsveld (Van Oord, TU

Delft), Ir. D.J.R. Walstra (Deltares, TU Delft), Ir. S. de Vries (TU Delft), Drs. N. Geleynse (TU Delft)




In this thesis, the stability of toe material for rubble mound breakwaters is investigated in depth limited conditions. The present method (Van der Meer, 1998) to calculate the required rock size of the toe gives results for depth limited conditions but is never validated in this area.

In shallow water conditions, waves start breaking at the fore shore slope and the toe is attacked by breaking waves. Toe material is exposed to waves and starts behaving as armour rock. New parameters of influence are incorporated in this research like the slope of the fore shore and steepness of the wave. The research is done with the help of scale model tests.The observations during the scale model tests and the analysis of the performed dataset gave the following conclusions:

The applicability of the Van der Meer design curve for depth limited conditions is confirmed. The new dataset follows the design curve in a correct way.Fore shore slope is strongly influencing toe stability. This is not only valid in shallow water but also in deep water. In shallow water, wave steepness influences toe stability as well. Due to a lack in data points, it is not proven for deep water.In very shallow water, a different hydrodynamic behaviour is observed. Wave breaking occurs at the fore shore. The toe structure is attacked by breaking or already broken waves. Although a reduced wave height is reaching the toe, damage is larger because the toe is exposed to turbulent wave attack.

A new design equation for very shallow water is suggested in which fore shore slope and wave steepness are included. This equation is:

Toe structures of rubble mound breakwatersStability in depth limited conditions

Student: R.E. EbbensCommittee: Prof M.J.F. Stive (TU Delft), Prof.dr.ir. W.S.J. Uijttewaal (TU Delft), Ir. H.J. Verhagen (TU Delft),

Ir. E. ten Oever (Delta Marine Consultants), Ir. J.S. Reedijk (TU Delft)




A Numerical Study on Design of Normal & T-Head Coastal Groins

Introduction Groins are popular means of coastal protection against erosion and are found along the coast worldwide, although according to CEM (Coastal Engineering Manual 2003), “they are probably the most misused and improperly designed of all coastal structures”. Groins, albeit having a simple concept, their interaction with the beach is complex, and existing functional design guidance is limited. The recent developments in numerical modeling, has provided us better tools to study the hydrodynamic and morphological phenomena in presence of groins to find more sophisticated design rules.

Verification of the model Bediei et al. in 1994 carried out some physical model tests, to understand the morphological impacts of the groins, in a series of small-scale laboratory tests. The data has been used to validate DELFT3D for application of groins. The model was capable of modeling the tests in prototype scale, although some uncertainties were observed in scaling up the model results to prototype. The hydrodynamic and morphological results resembled the laboratory results in a qualitative manner

SimulationoflaboratorytestsofBadieietal.

Application of the model in Design of Groin fields

Since the model is capable of simulating the situation, to achieve more insight into application of groins, we studied the morphological impacts of a groin field over a morphologically stable bed profile. A quantitative study of the changes showed how re-orientation of the beach profile occurs (see Figure 2), and how different properties of the groins, like length and distancing are important. Some sensitivity analysis revealed other aspects of groin application including, sediment size, permeability and choice of T-Head groins in sediment

trapping and effectiveness of the groin fields.

Morphologicalchangesinagroinfield

Simulation of T-Head Groins The field observations of Ozolcer et al. 2004 of a T-Head groins field has been simulated to test the model for the application of T-Head groins and understanding the physical and numerical processes in presence of T-Head groins comparing to normal groins, as in Figure 3:

SimulationofT-HeadgroincaseofOzolceretal.

The morphological results of the model showed how important the representationof the structure is in DELFT3D. Therefore, after a sensitivity analysis the model is ableto reproduce the beach response to the THead groins comparing to observations, as presented in Figure 4:

SimulationofOzolceretal2004measurements

Conclusions The use of DELFT3D model is verified in application of two coastal structures. A new numerical approach to study the effect of groin fields is presented, and it has revealed how the choice of normal groin as the coastal protection structure must be in a conservative way, and how other alternatives, like T-Head groins could behave in a more effective way.

Student: Sepehr Eslami ArabCommittee: Prof. dr. ir. M.J.F. Stive, Prof. dr. L. van Rijn, Ir. D.J.R. Walstra, Ir. A. P. A. Luijendijk, Dr. M. Zijlema




In general, an inland navigation lock has a structural lifespan of about 100 years, while in most cases this lock is not big enough anymore after 25 - 50 years. This is caused by the growing dimensions and/or the growing intensities of the passing ships.To extend the functional lifespan to the structural life of about 100 years, a functional flexible lock is proposed. This type of lock is, with or without a few structural adjustments, capable of serving the shipping traffic for its whole structural lifespan. This new lock design approach will be applied on one of the locks of lock complex ‘Sluis Sambeek’, which is located in the Meuse route.

The first part of the study is carried out on the basis of the Life Cycle Management (LCM) approach. The first step of the LCM approach is forecasting the trend in passing ships. From the trend forecast follows that the future ship sizes will increase and that the ship intensity will slowly decrease. Therefore, the future ship sizes are normative for the required lock dimensions. Only an extension in the width direction appears to be necessary.On the basis of this trend forecast, three alternatives are elaborated, namely:1 Zero-alternative: renovation of the lock as planned

by the department of public works.2 Functional flexible lock: standard lock that is

built large enough to facilitate passages for the maximum expected ships in the next 100 years.

3 Structural flexible lock: a relatively easy extendable navigation lock, which can be enlarged when it is required. The maximum dimensions are thus reached stepwise.

This study uses a Whole Life Costing (WLC) analysis with a risk inventory to compare the alternatives. In this analysis, alternative 2 appears to be the least expensive option for ‘Sluis Sambeek’. Although alternative 3 is the most expensive option, this alternative is elaborated further, because it is the most innovative option. Alternative 3 could also be a better solution for another lock reconstruction where the boundary conditions are more favourable for this alternative.

The structural flexibility in alternative 3 is formed by the lock chamber which exists of relatively simple replaceable sheet pile walls, and by floatable lock heads that can be replaced by wider lock heads.The innovative parts that have to be designed or considered for alternative 3 are: • The float up of the small lock heads • The construction planning • The structural floated lock head design • The lock chamber and the heads connection

Only the construction planning and the structural lock head design are elaborated in this study. The wider floatable lock heads are checked and optimised. From this checks, it can be concluded that the floatable lock heads satisfy and could be optimised further.

Though alternative 3 appears to be the most expensive alternative, it is useful to consider the possibilities of both a functional and a structural flexible lock design for ‘Sluis Sambeek’ or for another lock location.

The functional flexibility of lock design, applied on the Meuse route

Student: Ramon de GrootCommittee: Prof. drs. ir. J.K. Vrijling (TU Delft), Prof. ir. A.Q.C. van der Horst (TU Delft, BAM Infraconsult bv),

Ir. W.F. Molenaar (TU Delft), Ir. J.F.M. van Rijen (BAM Infraconsult bv)




Wave physics in a tidal inlet – Part I & II

Part I: On the time scales of wave processes.

To systematically improve the SWAN model a study on the wave physics in a tidal inlet was carried out. The third-generation SWAN model was used to compute the wave processes in a tidal inlet for storm conditions. The computed wave processes are propagation (shoaling, refraction and frequency shifting), generation (wind input), non-linear wave-wave interactions (quadruplet wave-wave interactions and triad wave-wave interactions), dissipation (white capping, depth induced breaking and bottom friction), and the work done by the currents against the radiation stresses. The results were normalised, which resulted in the time scales of all wave processes. The time scales were of the order 100s – 1,000s, except for the work done by the currents against the radiation stresses, which is of the order of 1,000s – 10,000s.

Figure1:geographicaldistributionofthetimescaleofdepth-inducedbreaking

Part II: Depth-induced breaking: A comparison of the performance of three models.

Depth-induced breaking is a subject that has been widely studied, resulting in many scalings on the Battjes and Janssen model. The Battjes and Janssen model, the biphase scaling and the Nelson scaling were selected to compare results in terms of significant wave height. The parameter of interest is the model coefficient �

BJ. The models were tested with the SWAN

model on three different test cases; two reef cases and one sloping bottom profile. The wave period appeared to have a strong influence on the prediction of the significant wave height, in particular on the biphase scaling. The best model over the three test cases statistically is the Nelson scaling.

Figure2:scatterplotforoverallresultsofthethreemodelsonthethreetestcases

Student: Paul J. van der HamCommittee: Prof. Dr. Ir. G.S. Stelling (TU Delft), Dr. Ir. L.H. Holthuijsen (TU Delft), Dr. Ir. G.Ph. Van Vledder (TU

Delft), Ir. T.J. Zitman (TU Delft), Dr. A.J. Van der Westhuysen (Deltares)




This thesis has been initiated and supported by the Port of Rotterdam. The Calandbrug is located in the harbor of Rotterdam and connects Maasvlakte to the mainland for railway transport. The waterway below this bridge is used by sea going vessels for several companies located in the Brittannië- and Seineharbour. The bridge is one of the few bridges in the Netherlands where ships get priority over trains.

In the near future a steep growth is to be expected in the railway transport because of the upcoming expansion of the port with Maasvlakte2. Apart from that the sea transport is also expected to increase. This has risen concerns that the capacity of the Calandbrug won’t suffice and more often long delays will affect the trains.

The research has been done by creating a model with the use of the simulation software Prosim. With this model a prediction is made in which year the delays for trains would no longer be acceptable. On the other hand a few improvements are possible to optimise the performance of the system. These improvements have also been assessed with the model.

In order to make a prediction for the year in which the capacity would no longer suffice a criterion had to be generated. The general consensus was to accept a minimum of 90% of the trains with a maximum delay of 10 minutes (the upper line in the left figure). The last year in which this criterion is applicable is 2026.

The figure on the right hand side shows the individual scores of the improvements that have been assessed. “Cobel_weg”, a scenario in which one of the companies situated in Brittaniëharbour is moved to a different location, is performing best. “Treinen_int” are scenarios in which the intensity on the railway track is temporary reduced during the hours in which most of the openings will take place. These scenarios are performing second best and they have less impact on the stakeholders.

Simulation studies to openings of the Calandbrug

Student: B. HiemstraCommittee: Prof. Ir. H. Ligteringen, Ir. M. van Schuylenbrug (Port of Rotterdam), Ir. F.A.M. Soons, Ir. R. Groenveld

ForfurtherinformationpleasecontactthedepartmentofHydraulicEngineering+31(0)152783345



Implementation of a wetting and drying algorithm in a finite element model

In numerical modeling of water movement, wetting and drying is a well known problem. The governing equations are not valid in the dry part of the computational domain which may result in problems with mass conservation, negative water depths and artificially enlarged gradients.In this study a wetting and drying algorithm is implemented in a 2DH finite element flow model. It is investigated whether this procedure is mass conservative, efficient and robust. To this end a simple finite element discretization of the inviscid shallow water equations is derived.The proposed wetting and drying procedure introduces an extra non-linear term in the system which needs to be solved iteratively.In order to solve the system additional measures should be taken to prevent the system matrix of becoming singular. Several measures are investigated on convergence speed of the wetting and drying iteration and mass conservation. The best working solution turned out to be the use of a minimum cell averaged depth in the linear part of the system matrix, to prevent singularities and enhance robustness, in combination with a lumped mass matrix in the dry part of the domain, to guarantee mass conservation, and a velocity that is put to zero for very small water depths.The resulting procedure is validated with several one- and two-dimensional analytical solutions for: 1) a one dimensional dam break, 2) flow over a long crested weir, 3) a one dimensional oscillating water surface in a parabolic basin, 4) the run-up of long waves on a beach, 5) a two-dimensional standing wave in a parabolic basin and 6) the spreading of a parabolic flood wave in two dimensions. In addition two laboratory experiments are used for validation: one experiment with solitary wave runup on a conical island and one experiment with a two dimensional dam break. The scheme is able to represent all the tests correctly except for the two-dimensional dam break where the front celerity is slightly too low and the lateral spreading is too large. However this is a severe test case and in the numerical model some crude assumptions have been made that may have caused

this. Since the spreading of a parabolic flood wave, which exhibits comparable wetting and drying behavior, is represented well by the model it is not likely that the problems with the two-dimensional dam break are caused by the wetting and drying procedure.In general the methods performance is good. However in two-dimensions it can be beneficial, in case of small gradients at the wet/dry interface, to use a lumped mass matrix at partially dry elements too. The wetting and drying iteration converges on average in 2 to 3 iteration steps. In some cases bifurcations and mass errors can occur. However mass errors are caused by rounding errors and can be resolved by using double precision. The occurrence of bifurcations is much less frequent in case of calculations in double precision and can be minimized by adjusting the BiCGSTAB settings.

Figure1Numericalsolutioncomparedtotheanalyticalsolutionforwaverunuponaslopingbeach

Student: Anna KroonCommittee: Prof.dr.ir. G.S. Stelling (TU Delft), Prof.dr.ir. C. Vuik (TU Delft), Dr.ir. R.J. Labeur (TU Delft),

Ir. H. Talstra (Svašek Hydraulics)




The Afsluitdijk does not comply with the strength safety regulations of the Netherlands. Therefore the Dutch government decided to reinforce the Afsluitdijk. A consortium of DHV, Imares and Alle Hosper proposed the reclamation of tidal marshes in front of the Afsluitdijk. During severe storms the tidal marshes reduce the wave attack and therefore improve the safety assessment of the Afsluitdijk. The construction of the tidal marshes implies the transportation of approximately 50 Mm3 sediment. This study deals with the feasibility of transporting a considerable part of this volume by using the sediment transport processes at the Texel Inlet. The morphological development of the dump of a significant volume of sediment in the deeper parts of the Texel Inlet has been examined. The amount of the dumped volume that sedimentates at the end of the Texel Inlet close to the Afsluitdijk determines the efficiency of the method. The Texel Inlet is a tidal inlet in the western part of the Dutch Wadden Sea. The main hydrodynamic forcing of the Texel Inlet is the tide. The tidal wave in the North Sea propagates along the Dutch Coast from south to north. The tidal wave in the Texel Inlet has a standing nor propagating character. Bottom friction in the basin significantly reduces the tidal wave amplitude over the Texel Inlet. Therefore the reflected tidal wave amplitude is considerably smaller than the incoming tidal wave. The basin itself is characterized by meandering channels and shoals, for which friction, storage capacity and flow properties have all significant contributions in the hydrodynamic assessment. The residual sediment transport of the Texel Inlet is directed towards the Afsluitdijk. This is mainly caused by the tidal asymmetry of the Texel Inlet. To determine the morphological development of the Texel Inlet and surrounding shoals use has been made of a process-based model of Delft3D (2H-D). This model was developed by [Van der Waal (2006)]. The only hydrodynamic forcing of the model is the tide, which is expected to represent about 70 percent of the sediment transport processes. A comparison of a morphological simulation with this model of the present bathymetry with [Elias, 2006] indicated an overestimation of the sediment transport

with an average factor of 1.9. The process-based model has been used to simulate the morphological development of the Texel Inlet and surrounding shoals after the dump of a considerable amount of sediment. Two locations have been defined for the dump of a significant amount of sediment (16 Mm3). The purpose of the dump was to obtain a migration of sediment towards the channel-section Doove Balg. The first location is situated at the channel-section Texelstroom West, where the residual sediment transport is relatively strong, but the distance to the Doove Balg large. The second location is situated at the channel-section Texelstroom Bend, where the residual sediment transport is relatively weak, but the distance to the Doove Balg smaller. Besides the use of a dumping location to transport sediment one can also make use of a sand pit. Sand can be dredged from a location nearby the new tidal marshes. By sediment transport processes the sediment from both the dumping location and the surrounding shoals was expected to sedimentate the sand pit. Morphological simulations of 10 year of the two dump locations and of the combination of a dump location and a sand pit location indicated two main processes: (1) Diffusion of sediment with a time-scale of months to years (2) Migration of sediment towards the Afsluitdijk with a time-scale of years to decennia. After 10 year the sedimentation at the and of the Texel Inlet is insignificant for all configurations. Therefore it is concluded that it is not feasible to use the Texel Inlet as a sediment transport belt for the construction of tidal marshes at the Afsluitdijk. The impact on the surrounding shoals is considerable with locally severe sedimentation and erosion. The total shoal volume remains almost the same.

Using Texel Inlet as a sediment transport belt

Student: J.W.A. LakemanCommittee: Prof. dr. ir. M.J.F. Stive (TUD) ; dr. ir. Z.B. Wang (TUD); ir. J.G. De Ronde (TUD); ir. R.J. Labeur (TUD); ir.

M. Sokolewicz (DHV)




The energy polderFeasibility study on a tidal power plant along the Western Scheldt

In the Netherlands 6,8% of the total electricity production came from renewable energy sources. Electricity was 17 % of the total energy consumption in that year. In total 1,2% of the energy consumption was therefore renewable. The objective of the cabinet to get 20% of the energy from renewable energy sources will therefore be a major challenge. All available means should therefore be employed to reach this objective.

Tidal energy did not seem feasible for the Netherlands, as the tidal difference is relatively small. After research done for a tidal power plant at the Brouwersdam it turned out that production of tidal energy could become attractive when combined with other social interests, such as improving the ecology of the area.

On the 11th of March 2005 the Netherlands signed an agreement about the Western Schelt. This agreement said that Hertogin Hedwigepolder should be given back to the estuary. This had to be done to compensate nature loss due to deepening of the Western Scheldt as a result of shipping requirements. By combining the desire of the cabinet for more energy production from renewable energy sources with the plans to compensate for nature loss in the Western Scheldt the idea came to gain tidal energy from polders. Because of this new function of the polder it is called the energy polder.

The aim of this study is to research the economical and technical feasibility of a tidal power plant along the Western Scheldt. The attention in this study lays on the design of the structures needed for the tidal power plant. With this design a good insight in the costs is obtained.

A design, a hydraulic model and an economic model were made to obtain insight in the cost benefit ratio. It turned out that the energy price needed for this plan is equal to that of offshore wind energy.

Mooyaart1.jpgMooyaart2.jpg

Student: Leslie MooyaartCommittee: Prof.drs.ir.J.K.Vrijling (TU Delft), Ir. J. Van Duivendijk (TU Delft), Ir. W. Peperkamp (TU Delft), Dr.ir. S.N.

Jonkman (Royal Haskoning), Ir. J.H. Maas (Delta NV)




King Abdullah Economic City (KAEC), a mega greenfield development along the coast of the Red Sea approximately 100km north of Jeddah, is currently being realized by Emaar The Economic City (Emaar EC) as part of a programme of developments to enable the social and economical growth of the Kingdom of Saudi Arabia. The vision for the city includes a world class port of national and international importance that provides significant transhipment services to the East‐West sea trade route.

Halcrow was commissioned by Emaar EC as lead technical consultant to plan and design the port. Its brief was to review the arrangement of port facilities shown in the city master plan and createa new layout that improved land usage and flexibility whilst generating cost savings. This thesis presents the findings of studies that expand on the work undertaken by Halcrow with the purpose of examining the plan and identifying issues that should be brought to the attention of decision makers.

A planning methodology has been followed to provide the information needed to generate options for the port layout and perform an assessment to determine the preferred solution. Equally the process addresses key concerns of Emaar EC in terms of: • Confirming the business need and strategic fit • Identifying project constraints and dependencies • Operational efficiency • Cost

The thesis work to determine a preferred layout solution comprises • desktop study of the site and existing data, • a market and traffic forecast to establish possible

demand, • a review of previous layout proposals and a refined

development of four layout proposals, • a navigational feasibility review utilising the fast

time simulation software Shipma, • a queuing review using basic queuing theory and

the process simulation software Arena, • budget cost estimates and potential revenue indi-

cators as well • a comparison methods such a multi criteria analy-

sis and SWOT analysis.

The report concludes that the preferred layout option, with a 450m and 600m wide basin and approx. 13km of quay, should be navigable for the largest container vessel tested (Emma Maersk), will serve approx. 120% of the forecast likely container demand and 50‐60% of other cargo forecast. The budget cost for the marine work has been estimated at 10.6 billion Saudi Riyal in the full build out, with the total cost including land based civil works being 24.6 billion Saudi Riyal.

King Abdullah Economic City Port Master Plan, Kingdom of Saudi Arabia

Student: J Nammuni nee KrohnCommittee: Prof. Ir. H. Ligteringen, Drs. M. Nijdam, C. Boysons (Halcrow Group Ltd)

The Thesis is confidential until Sept 2011.

For further information please contact the department of Hydraulic Engineering +31(0)15 27 83345



New Orleans Storm Surge BarrierWave pressures on the superstructure

In a consortium Iv-Infra has made a proposal for a storm surge barrier to protect the city of New Orleans against hurricanes like Katrina. The design is a pile supported concrete structure with a considerable complex superstructure. The superstructure of the reference design consists of a perforated inclined wall and a vertical back wall.

Since the hydraulic processes and variable wave pressures on the superstructure are not trivial and hard to predict more research is required to design similar structures in the future. The objective of this study is to get an understanding of the hydraulic processes and variable wave pressures on the reference structure.

The research is divided in an analytical part and a part of physical model tests. The near shore wave conditions are calculated with SWAN. The design conditions are a storm surge of 6m, a wave height of 2,2m and a wave period of 5,25s.

In order to obtain an understanding of the hydraulic processes and wave pressures on the reference structure first a simple and impermeable sloping structure is considered. It is found that for the local conditions in combination with steep sloping structures non-breaking wave conditions occur. Therefore it is assumed that the linear wave theory can be applied for determining the variable wave pressures.

A model is made for the influence of a gap at the bottom of an inclined wall on wave reflection; wave run-up and wave transmission.

In the physical model tests different experimental set-ups are tested. The expectations drawn on the basis of the results of the analytical part are verified by the results from the model tests.

Student: Ruud NooijCommittee: Prof. drs. Ir. J.K. Vrijling (TU Delft, CiTG), Ir. H.J. Verhagen (TU Delft, CiTG), Ir. R.J. Labeur (TU Delft,

CiTG), Ir. J. van Spengen (Iv-Infra B.V., Papendrecht)




Student: Nterekas DimitriosCommittee: Prof. Dr. Ir. F. Molenkamp (TU Delft, CiTG), Dr. Ir. P.J. Visser (TU Delft, CiTG), Ing. H.J. Everts (TU Delft,

CiTG), Ir. J.Herbschleb (Royal Haskoning), Ir. F.A.J.M. Mathijssen (TU Delft, CiTG), Ir. J.P. Oostveen (TU Delft, CiTG)

ForfurtherinformationpleasecontactthedepartmentofGeo-Engineering,+31(0)152781880

This research investigates the Wilnis dike failure that occurred in the dry summer of 2003. It is believed that drought played an important role in decreasing the stability of the dike, finally leading to failure. In the reported MSc project the situation during drought is simulated with the help of finite element method programs Plaxis and PlaxFlow in order to get more insight into the conditions that caused the dike to fail.

First a forensic analysis based on pictures taken directly after the breach is presented, followed by information about relevant failure cases. The interpretation of the soil investigation performed by GeoDelft after the failure is reviewed subsequently. The field data (Borings and Cone Penetration Tests) are used to define the stratification of the soil. The laboratory data (Triaxial, Simple Shear and Ko-CRS tests) are utilised to determine the soil parameters. With this information a finite element model is constructed in Plaxis. The material model used to simulate the different soil types is the Hardening Soil model.

In Plaxis and PlaxFlow 3 different calculation phases are defined. The first 2 have as a purpose to simulate the soil history until the start of drought since this is an important aspect in the further behaviour of soil during drought itself. The third one is the simulated drought period. All the groundwater flow related aspects (groundwater head, excess pore pressures etc.) are calculated by PlaxFlow while the related deformation and stability analyses are done by Plaxis.

A parametric study of the groundwater flow by PlaxFlow is performed leading to the conclusion that the upper layer of the soil consisting of Holland peat has to be separated into 2 parts along the middle of the slope of the dike in order to take the different degrees of saturation of the unsaturated soil above the groundwater table, that affect the unsaturated soil weight, into account.

Finally 9 different models are composed with varying strengths and permeabilities in order to take into consideration the effect of these parameters. The groundwater flow results are realistic. However the deformation results show irregular unexplainable patterns which are inconsistent with some of the observed data of the actual failure.

Furthermore the safety factors are calculated for the end of phase 2 (before drought) and phase 3 (after drought). These results are also very inconsistent and should be discarded.

Failure of Peat Dikes due to Drought



Student: A.D. PoolCommittee: Prof.dr.ir. M.J.F. Stive (TU Delft), Dr.ir. A.P. van Dongeren (Deltares), Dr. S. van Heteren (Deltares),

Dr.ir. P.H.A.J.M. van Gelder (TU Delft), Dr. J.E.A. Storms (TU Delft)


After a storm surge hit the Dutch coast at November 9, 2007, old deposits were discovered in the eroded dunes near Heemskerk, the Netherlands. The deposits have been recognized as evidence of one or two historical storm surges. Luminescence dating suggests that the layers were deposited by either the 1775 or the 1776 storm surge.

In this thesis, the 1775 storm surge has been modelled and its capability to reach the maximum height at which the deposits have been discovered is investigated. The modelling has been done with the numerical program XBeach, using a probabilistic approach and historical data as input. Research into available historical data lead to three sources of useful data for this study: wind force estimations at Huize Swanenburgh, 20 km south of the Heemskerk area, maximum storm surge water level at Petten, 25 km north of the Heemskerk area and grain diameters, based on a sieve analysis of sand in the storm surge layers.

A flexible modelling framework has been set-up to transform the historical data, supplemented with estimated values for missing data, into boundary and initial conditions for XBeach. XBeach is a process-based nearshore numerical model that is capable of modelling the natural coastal response during time-varying storm and hurricane conditions. As no historical bathymetry and topography are available, present data is used to construct a historical bathymetry/topography without the human-maintained closed dune front (‘sand dike’). Low-lying gaps in the dune front have been made to resemble the low-lying entrances presumably present in the 18th century dune front.

A 1D probabilistic approach with six characteristic profiles resulted in distributions for Z2%, a height above NAP that is exceeded by 2% of the wave run-up peaks. For each of the six profiles the probability that Z2% reached NAP + 6.5 m is calculated. The probabilities for all six profiles varied between 2% and 11%. These values indicate it is most likely that the run-up levels reached the observed value of NAP + 6.5 m during the 1775 storm surge, based on the recorded historical data. Based on the maximum input water levels that lead to a Z2% of NAP + 6.5 m and the exceedance line for IJmuiden, the probability of exceedance of the 1775 storm surge is estimated to be 3*10-4. This is close to the Dutch design criterion for primary flood defences.

A number of 2DH simulations with both a historical topography (open dune front) and a present topography (closed dune front) have been carried out to compare the results of a storm on a natural dune system and on an artificial system with a sand dike (‘zeereep’). The most obvious difference is the possibility that a storm surge can enter the dune area behind the first dunes through low-lying areas/gaps in the case of a natural dune system. However, the water is usually stopped by the second dune row, which does not make this an unsafe situation. Furthermore, it is observed that the natural dune system experiences less erosion than the system with the human-maintained sand dike. Possible causes are gentler slopes of the natural dunes, such that less avalanching takes place and the possibility for the surge to enter the area between the dunes and bringing sediment into the dune system instead of removing sediment from it. A second effect of the low-lying areas is that the wave energy is dissipated over a larger area instead of only at the beach and the first dune row.

Modelling the 1775 storm surge deposits at the Heemskerk dunes



In the Netherlands there is some uncertainty with regard to the effect of excavating a building pit and thereby, unloading the subsoil. The usually weak soil layers will adapt to the reduced stresses by expanding it selves. This increase of volume by unloading is called bottom heave or swell. In case of cohesive soil layers, it is difficult to estimate the development of swell in time and the possible effects on an underwater concrete floor and tension piles, in case these construction elements are to be installed.

With this thesis, it is tried to decrease the uncertainty by increasing the understanding of the subject matter. Special attention goes out to the speed of the development of swell and the determining factors. This is also compared to the speed of excavating a pit and the moment one pours an underwater concrete floor. In addition to this, the interaction is examined between soil and piles, which one installs before an excavating. The rapport contains to parts.

Part I deals with the development of swell of a clay layer at notable depth and the interaction with an underwater concrete floor without tension piles. This is done by using a real case: the starting shaft of the Sophia railway tunnel. During the excavation to a depth of 20.2 m, the behaviour of soil and construction is measured intensively. The whole construction is modelled in Plaxis 3D Foundation. After adjusting the permeability the results match pretty well to the measurements. Besides, results are presented of a more general study, with respect to swell and loads due to swell.

Part II deals with the development of swell of a clay layer at limited depth and the interaction with an underwater concrete floor and tension piles. Particularly the interaction between soil and pre-installed piles is treaded. This interaction is strong, while in case of piles which are installed after excavation the swell may already have occurred. The project Museumpark garage and underground water storage is discussed as a case study.

An important conclusion is that deep cohesive layers, like the clay layer of Kedichem at the starting shaft of the Sophia railway tunnel, are able to follow the construction process. Notable excess pore pressures and swell after finishing the excavation will not occur.

Also in case of excavations up to a depth of 10 m, after pile installation, in general no significant loads due to swell will occur on an underwater concrete floor. Besides the decreasing potential load with the increasing construction time, also the reloading of the subsoil by the effective weight of the underwater concrete floor has an important compensating effect.

In contrast to the underwater concrete floors, pre-installed piles will be loaded substantially by the interaction with surrounding soil. The sand layers play and important role. The piles prove to have a limiting effect on the load due to swell on underwater concrete floor. These conclusions also hold for the Museumpark garage and underground water storage: the piles are loaded by swell in contrary to the underwater concrete floors.

Loads on underwater concrete floors and tension piles due to swellThe interaction with tension piles

Student: Rogier SchippersCommittee: Prof. Ir. A.F. van Tol, Dr. Ir. K.J. Bakker, Dr. Ir. C.B.M. Blom , Ing. H.J. Everts, Ir. T.W. Groeneweg (Ing-

enieurs- en adviesbureau Movares)




Student: J.E. SchooldermanSupervisors: prof. drs. ir. J.K. Vrijling, ir. W.F. Molenaar, dr. ir. M. Zijlema, ir. B. Reedijk (DMC), ir. E. ten Oever (DMC)


The purpose of this thesis was to develop a preliminary concept design of a wave energy converter. The type of device designed was limited by several starting points which stipulated, among other criteria, a robust structure which can be constructed within a breakwater and can generate electricity from a fairly mild (in the order of Hs=0.5-1.5m) and regularly occurring wave climate. Integration with a caisson breakwater was selected to ensure survivability.

Three concepts using the theories of wave overtopping, wave run-up, and wave pressure were evaluated. A multi-criteria analysis was performed on the three concepts. Concepts were scored based on poweroutput, functionalityinwiderangeofconditions, easeofconstruction, and theoryreliability. Theory reliability was scored based on the three aforementioned criteria.

The concept analysis concluded the most promising device to further investigate was the concept based on the theory of wave pressure. This device excelled in (theoretical) output having the highest peak power and wider power curves. In the concept, wave pressure is exerted on an underwater opening. This opening

leads water into a pipe with a gradual constriction. This constriction increases the pressure allowing the water to be brought to an optimal level above MWL. Through a turbine the water is returned to MWL.

A model was built with three different opening ratios and three separate basins open to the wave flume at the bottom. A series of tests were performed of

varying wave climates and crest freeboards. During the tests the head difference was measured between the internal basins and the water elevation at the rear of the model. The holes in the bottom of the basins allowed for constant flow of water out of the basins and a calculation of flow rate based on the hydraulic

head was required. This allowed for the calculation of the theoretical power generated during the tests. Additionally, the input wave power was known so the device efficiency could be calculated for each test allowing for the identification of the optimal geometry and the generation of a full-scale efficiency curve.

The device was evaluated at two design locations in Panama and Japan. The waveclimate, tidalinfluence, systemheadloss, and sealevelrise were calculated in order to discover the power generation at each location. Revenue associated with the generation of electricity was calculated to give an indication of the device’s cost effectiveness.

It was found that sea level rise has a negligible impact on efficiency if sea level rise is appropriately accounted for. The impact is in the order of 1.5% over 50 years if the rise is assumed to be 80cm over 100 years. Including sea level rise, the device has been calculated to generate an average of 16,413 and 5,766 kWh/m/yr at Panama and Japan, respectively.

The report concludes that the proposed design can be constructed using existing techniques for caisson construction. However, the design must be further optimised and tested in order to become a fully feasible wave energy converter.

Generating electricity from waves at a breakwater in a moderate wave climate



Typical Dutch historical city centres are characterised by the presence of canals. Due to increasing demands on public space, these canals make promising locations for the construction of large underground spaces, such as parking garages. There are no significant buildings overhead and they are often situated close to their target users.My graduation project covers a feasibility study on a parking garage underneath the Geldersekade canal, in the centre of Amsterdam. Apart from integration into the historical appearance of the canal, the risk of damage to adjacent buildings, caused by soil deformations during construction of the garage, is of great influence on the design.

A construction method is investigated that puts the qualities of the surrounding navigable water to good use in an attempt to reduce the adverse effects of the construction process, especially when compared to traditional methods. Prefabricated immersible elements are applied to form a dry construction platform in the canal. On top of this platform a caisson is constructed and subsequently immersed into the ground by means of the so-called ‘pneumatic caisson’ method. The entire garage is made by construction, immersion and interconnection of several of such caissons.

Although slightly more expensive than traditional construction methods, the elaborated concept turns out to be very promising in an urban environment. The absence of a dry cofferdam is a significant advantage over traditional bottom-up methods, especially regarding soil deformations and the risk of leaking retaining walls.

Constructing a parking garage underneath historical city canals – a case study

Student: Pieter SchoutensCommittee: Prof. drs. ir. J.K. Vrijling (TU Delft), Ir. W.F. Molenaar (TU Delft), Ing. H.J. Everts (TU Delft),

Drs. ir. J.L.C.M. van Daelen (Witteveen&Bos), Ir. H. de Waardt (Witteveen&Bos)




Student: R.W. Sluijsmans Committee: Prof.drs.ir. J.K. Vrijling, ir. H.J. Verhagen, ir. M.F.C. van de Ven


The elastocoast system can be used as an armour layer on revetments. The bonding system exists of a mix of crushed stones and 2-component polyurethane. This bonding system creates bonding forces between the stones and an open (porous) structure can be obtained. Elastocoast is developed by Elastogran GmbH, a BASF subsidiary.

The response of an elastocoast layer which is placed directly (without a filter layer) on a geotextile and sand foundation is analyzed in this study from several tests executed in the Large Wave Channel in Hannover. The stiffness of an elastocoast beam is determined in a three point bending test with a dynamic load. The indirect tensile splitting strength and compression strength is determined from several cubes. A model in which the dynamic load of a wave impact event is created (a finite element method program, Plaxis v8, is used) and adapted with the results of all analyzed experiments. The resulting behaviour of the elastocoast layer around the wave impact was predicted according to this model for two cases. First, the elastocoast layer is supported on the foundation over the total length of the layer. Secondly, in case of a gap was formed around the wave impact point in the foundation under the elastocoast layer.

The amount and type of the used polyurethaan determines the stiffness of an elastocoast layer. The amount of used polyurethaan increases when an elastocoast beam or cube is formed in a closed framework compared to an layer which of formed on a revetment.

The resulting maximum pressure during a wave impact event on top of the elastocoast reduces due to the open structure of elastocoast. The maximum stress inside the elastocoast layer increases significantly when a gap in the foundation is formed. Maximum allowed gap width values in combination with different (regular) wave conditions are shown in several figures in order to avoid breaking of the elastocoast layer due to a wave impact event. The eigen frequency of the elastocoast layer is determined from the vibrations of the layer after each wave impact event. High stresses inside the layer can be expected if it is loaded around the eigen frequency. A static schematization (without dynamic effects) as used in the program GOLFKLAP should not be used in order to determine the maximum stress (or minimum required layer thickness in order to avoid breaking of the layer) inside the elastocoast layer (without a filter layer between the geotextile and elastocoast layer).

It is recommended to execute more experiments in order to determine the stiffness and tensile flexural strength from an elastocoast beam with different type and amount of used polyuerthaan and with different type and grading crushed stones.

Analysis of wave impact on the elastocoast® system


Student: Anteneh Biru TsegayeCommittee: Prof.dr.ir. F. Molenkamp, Prof. dr.ir. L.J.Sluys, Dr.ir. R. Brinkgreve, Ir. S. Oostveen


Liquefaction induced ground failure is major cause of damage to structures and livelihoods. The prediction of liquefaction potential has been an area of high interest throughout the engineering community.

Three conditions are required for the liquefaction phe-nomenon to occur. The deformation is under restricted (undrained) flow boundary condition; there is sufficient contraction upon loading; and there is sufficient driving stress to exceed the undrained shear strength.

Successive events of flow like failure of sand structures and earthquake related liquefaction catastrophes revolutionized the study of the liquefaction phenomenon. With various techniques of investigation a proper understanding of the phenomenon was set forth. The theoretical understanding of deformation of a sand medium during loading has become one of the active geotechnical studies in the last half of the 20th century. The theory of stress-dilatancy and the critical state have been remarkable foundations for understanding of the deformation behavior of sand.

Along with the advance of computing machines, the use of numerical techniques for solving complex geotechnical problems has become widely applicable. The so called ‘soil constitutive models’, which are formulated for computing the response of the soil upon various loading conditions, have played a role to ease the visualization, design and the decision making process. In this research two such constitutive models have been investigated as applied for modeling liquefaction behavior of sand.

The first constitutive model was Wolffersdorff’s version of the hypoplasticity model with the Intergranular Strain formulation. In this research, apart from the numerical investigation, substantial effort has been put forth on the understanding of the undrained instability; the stress-dilatancy and the small strain formulation of the model. The various aspects of the model have been analytically and graphically elaborated. Furthermore, various new ideas for enhancing the applicability of the model have been suggested.

The second constitutive model investigated was a double hardening elastoplastic model on multilaminate framework. The research gives elaborations and analytical formulations on various aspects of the concept and the constitutive model. Substantial contributions are put forth in the derivation of the transformation matrix, a new thought into the composition of the elastic stiffness matrix at the integration planes, analytical simplifications for triaxial conditions, analytical derivation of the yield curve in p-q space for triaxial condition, derivation of instability condition for triaxial condition. Both drained and undrained simulations of element tests have been performed for evaluation of the model for modeling the liquefaction phenomenon.

Evaluation of Material Models for Liquefaction




Student: F.R.S. VinkeCommittee: Prof. dr. ir. C. van Rhee (TU Delft 3ME, CITG), Dr. ir. A.M. Talmon (TU Delft, 3ME),

Ir. G.L.M. van der Schrieck (TU Delft, CITG), Ir. A.J. Nobel (Boskalis)

ForfurtherinformationpleasecontactthedepartmentofDredgingEngineering(3ME),+31(0)152786882

The effect of introducing an air film around a submerged water jet is examined in laboratory experiments. The objective is to reduce the friction forces between the water jet and the ambient fluid, making a jet potentially more effective at a larger distance. The test are conducted at a physical scale comparable to dredging practise, contrary to earlier experiments reported in the literature, where small scale jets are tested. During the tests the development of the jet was measured in axial and radial direction. The jet pressure and air discharge are varied, leading to a number of combinations of jet pressures and air discharges. The results showed that also at this scale the development of the water jet is influenced by the air film, although not as much as in the earlier experiments. Governing parameters have been established. Examples are the volume, mass and momentum ratios between the air flow and water flow.

The ratios of the air flow and water flow are not in the same order if the comparison is made between the large and small scale water jets. Relatively less air was added in the test of a water jet at the scale used in dredging practise.

Adding air around a water jet has a positive effect on the development of a water jet, if enough air is added. With increasing size of the nozzle diameter, more air has to be injected to create an effective air film. If enough air is added to create an effective air film, the effect is observed at very large axial distances.

A description of this type of jets is given based on the description of Yahiro and Yoshida (1974) of water jets surrounded by an air film and the description of Rajaratnam (1976) of submerged water jets.

The total amount of energy of the water jet and air film can also be used to create a water jet without an air film. A water jet without an air film with the same total amount of energy does not result in the same velocity increase as observed if an air film is created.

Water jets surrounded by an air filmExperimental research on the influence of air addition around

water jets



The second Delta-committee (September 2008) foresees difficulty in resolving flood safety issues for Rotterdam and Dordrecht if high river runoffs are still running through the New Waterway. A new safety issue, induced by climate changes, lies in the combination of closed sea defensives and relatively high river runoffs at the same time. A research proposal is made towards an Usually Open Occasionally Closed (UOOC) water-system around Rotterdam and Dordrecht. This concept diverts high river runoffs during storm situations towards the Southern rural parts of the delta. Four large movable water barriers, located in the main waterways and navigation channels, are required within the UOOC concept.

This plan calls for an innovative barrier designs. First of all, the purpose of the movable barriers in combination with their required width is exceptional. Second, barrier designs are outdated and relatively new, light-weighted and maintenance low, materials are not applied. Third, the life-time of a structure is determined by social aspects. The UOOC barriers are located at the edge of urbanized areas and a multi functional structure could enhance benefits and social acceptance. Up till now, hydraulic structures are mainly mono functional structures. Within this thesis the objective is to make an innovative design for one of the UOOC barriers. The design should be ready for the water problems of the 21st century, ready for a 21st century society and constructed by the latest materials. An objective of this thesis is to investigate an innovative barrier design; an ‘open fabric’ movable water barrier (similar to a parachute). This is in contradiction to a ‘closed fabric’ barrier like an inflatable dam. The thesis is a technology assessment of an ‘open fabric’ barrier and designing with synthetic materials to lower the barrier costs.

First of all the locations, water-management strategies, corresponding boundary conditions, required dimensions and the costs of the UOOC barriers are discussed.

A fabric barrier is suitable for the UOOC concept because of the possible fast construction and low maintenance, which is favourable because the barriers are located in the busiest waterways of the Netherlands. Design issues concerning fabric water barriers and specific ‘open fabric’ barriers are discussed. Different ‘open fabric’ design concepts are generated and discussed. A subdivision can be made in single, mattress, modular and stepped water barriers. A proposed preliminary design is made where a cable-stayed bridge is combined with a single screen attached to the deck over the entire waterway of 210m wide. The screen diverts the hydraulic loads with ropes towards the deck and the abutments. It is stored under the deck and unfolds with the help of cables.

It is concluded that the structure is technical and economical feasible, however, a small scale model test is recommended for the closing-system of the barrier and to test its dynamic behaviour. Also an optimization should be made considering the size of the screen and the required strength of the bridge structure. The costs reduction of a movable water barrier for using fabric instead of a steel is for this design estimated well over 34%. It is found that the life-cycle costs of the screen are approximately 40% of the total life-cycle barrier costs. This indicates that optimization towards a small screen is most effective. More detailed research is required to investigate the minimum screen size and the limitations of a ‘bridge+screen’ barrier.

VanderZiel.jpg

Movable water barrier for the 21st century

Student: Floris van der Ziel Committee: Prof.drs.ir. J.K. Vrijling, Ir. A. van der Toorn, Dr.ing. A. Romeijn




Student: Nicolas ZimmermannCommittee : Prof. Dr. Ir. Marcel Stive, chairman (TU Delft), Dr. Ir. Zheng Bing Wang (TU Delft / Deltares),

Dr. Ir. Bram van Prooijen (TU Delft), Dr. Roshanka Ranasinghe (TU Delft / IHE), Ir. Menno Eelkema (TU Delft)


The Westerschelde estuary in the South-West of the Netherlands displays two meandering flood and ebb channels separated by shoals. The system of flood, ebb channel and shoal between two channel crossings form a morphological cell. The stability of the serial cell system formed by the Westerschelde is important for the navigation route to the port of Antwerp. Wang and Winterwerp (2001) proposed a simplified model to predict the evolution of the flood and ebb channel. They suggest that the cell will remain stable if dredging-dumping activities do not exceed a certain limit. Hibma et al. (2003) modelled successfully morphological cells with the process-based model Delft3D. This report investigates the stability of morphological cells in estuaries by comparing stability results of the process-based model Delft3D to the simplified model of Wang and Winterwerp (2001).

Settings of Hibma et al. (2003) are used to generate an equilibrium state suitable for stability analysis. Sediment is then dumped continuously in the flood or ebb channel at various rates to assess stability. The cell geometry, flow and sediment transport characteristics are used to review the applicability of assumptions underlying the simplified model. Results of the two models are confronted to gain further insight into the cell behaviour. Results are applied to the Westerschelde estuary to discuss the safety of the current dredging-dumping strategy.

The study shows that the behaviour of the cell can be described in terms of channel dominance. It suggests that the current dredging-dumping strategy in the Westerschelde is generally safe. It also highlights the need for more understanding and control of the outcome of a Delft3D simulation.

Keywords : Westerschelde, estuary, morphological, cell, channel, stability, bifurcation, dredging, dumping, Delft3D

Stability of morphological cells to dredging-dumping activities



The hydraulic stability of the Xbloc armour unit as other complex interlocking shapes is expressed by the stability number Hs/ΔDn with. The stability number is based on the assumption of dominance of lift, drag and gravity forces. If other forces have significant influence on the stability, which is the case for complex interlocking armour units like Xbloc, the power of one for the relative density (D) in the stability number might change. The hydraulic stability described with the stability number for single layer interlocking armour units is therefore investigated.

2-D Physical model tests have been done at the hydraulic flume of Delta Marine Consultants in Utrecht to determine the influence of the specific weight on the hydraulic stability of Xbloc armour units. The model tests were performed using concrete densities of 2102, 2465 and 2915 kg/m3 and slope angles of 3:4, 2:3 and 1:2. The model block used had a unit height (D) of 2.9 cm which was held constant for all concrete densities.

It is concluded from the model tests that the influence of the specific weight on the hydraulic stability of Xbloc armour layers is not correctly described by the stability number (Ns). The stability number underestimates the effect of the specific weight for single layer interlocking armour units for a slope of 2:3 and steeper. The underestimation increases for steeper slope angles. For a slope of 1:2 the stability number tends to overestimate the effect of the heavy concrete element, where as the normal and light concrete elements are in close resemblance with each other and the expected start of damage (Hs ≥ 120% Hd) and failure (Hs ≥ 150% Hd).

The power of one of the relative density (D) value in the stability formula determines the influence of the relative density on the stability and is a function of the slope angle. The hydraulic stability of Xbloc armour units can therefore be described as a function of the slope angle and relative density. This results in a general formula for the hydraulic stability for Xbloc armour units:

Definitions for the functions of the slope angle have been found by fitting the general formula to the data found by the hydraulic model testing. This has resulted in the following more accurate stability formula for Xbloc armour layers:

Effect of the concrete density on the stability of Xbloc armour units

Student: B.N.M. van ZwichtCommittee: Prof. Dr. Ir M.J.F Stive (TU Delft), prof. dr. ir. W.S.J. Uijttewaal (TU Delft), Ir. H.J. Verhagen (TU Delft),

ir P.B. Bakker (Delta Marine Consultants)



Watermanagement

4.


4 Watermanagement

Water use of jatropha

Jatropha curcas Linneaus is a shrub up to 5 m tall that produces fruits containing oil that can be used to produce biodiesel. The crop received more attention in the last years within the discussion in the transfer from crude fossil oil to more sustainable resources. Growing jatropha for biofuel production is interesting because its seeds are toxic and are not edible. The plant can grow on marginal grounds with only little rainfall. It is generally cultivated in monoculture plantation, by means of intercropping or around another crop field as a hedge. Besides the protective function because of its toxic elements, jatropha also develops a deep taproot and can decrease soil erosion. It is a perennial crop and reaches its final height after four years. Average yields of adult plants range from 1 to 5 ton/ha. One of the biggest claims on jatropha is that the yield is considerable even on marginal grounds. However information available about the actual water use of adult plants is very little. The main goal of this pilot study is to come up with a hypothesis about the influence of jatropha cultivation on the local water balance. It seems that very little research is being done on this subject. The CSIR in South Africa is an exception and this commercial research institute performs hydrological research on jatropha since 2004. Within their first jatropha project, the climate conditions and the sap flow are measured of two jatropha plots in the Eastern part of South Africa. At one of these plots near Empangeni, also the soil moisture content and the matric potential are measured. However, a water balance study is never performed. A conceptual model of the local water balance is developed to get more insight in the main hydrological processes at a jatropha plot. Rainfall, interception, transpiration, soil evaporation and surface runoff are implemented to model the soil moisture by plain linear relations in a spreadsheet model. The model is calibrated on soil moisture data of the jatropha plot near Empangeni. The results show that his conceptual model performs well when confronted with field observations and shows that transpiration is the main latent heat flux. Furthermore, soil evaporation is shown to be considerable and cannot be neglected.

Interestingly, the modelled transpiration is twice as high as the calculated transpiration from the sap flow measurements. The transpiration could have compensated for the soil evaporation or the calculated transpiration from measured sap flow is erroneous. Lastly, re-initializing of the model increases the correlation coefficient of the model from 0.725 to 0.920. This indicates the model predicts continu processes quite well, but needs to be compensated for run-on and rapid subsurface drainage at big rainfall events. The spatial and temporal heterogeneity of the different soil parameters, the rainfall and the data on leaf area is high. Therefore the model needs to be validated with hydrological data from another jatropha plot, preferably a site with marginal soils. A data series of 5 years or more is advised since jatropha is a perennial crop and has many different growth stages. The type of cultivation used for jatropha is important for the sustainability of the crop. The main property of second generation biofuels is that they do not compete with edible crops. If jatropha is cultivated in monoculture by means of plantations, the choice for a suitable location will be of big economic importance. The chance that this cultivation method of jatropha is then going to compete with edible crops is very high. The results from the conceptual water balance model are a good hypothesis of the water use of jatropha. Additional soil moisture measurements are useful to know more about the root depth and the processes that occur during rainfall events. More hydrological research is essential to verify claims put on this crop according to yield, especially on marginal grounds. Sustainability and management issues according to jatropha are very complicated and diverse and need cooperation between fields of agricultural engineering, economy, politics and water management.

Student: Roel BlesgraafCommittee: Prof.dr.ir. H.H.G. Savenije, Dr. T.A. Bogaard, Dr.ir. M.L. Mul (Unesco-IHE), Mr. M.B. Gush (CSIR), Dr.ir.

R.E.E. Jongschaap (Plant Research International), Dr. W. Ravesteijn (Faculty of Technology, Policy and Management)

ForfurtherinformationpleasecontactthedepartmentWaterManagement(Hydrology),+31(0)152785080


4 Watermanagement

The importance of moisture feedback between continental precipitation and evaporation, referred to as moisture recycling, is still under debate. Most of the research in the past focused on the contribution of recycling to precipitation within a certain region only. This paper clearly distinguishes between different definitions of moisture recycling. This allows us to study the complete process of continental moisture recycling. In addition to identifying how much of the precipitation originates from continental sources, a new definition is used to identify regions which are major moisture suppliers for continental precipitation. An accounting procedure based on ERA-40 reanalysis data is used to calculate moisture recycling ratios. As such, this paper derives new information from existing data.

It is estimated that on average 38 % of the continental precipitation has continental origin and that 52 % of the continental evaporation returns as precipitation over continents. This paper demonstrates the important role of topography in the Andes and the Tibetan Plateau where regional moisture recycling is a key process. The Amazon and the Congo are identified as very important regions for sustaining continental precipitation. It is also demonstrated that moisture recycling from the Eurasian continent is the major supplier of the fresh water resources of China.

A new perspective on continental moisture recycling

Student: R.J. van der EntCommittee: Prof.dr.ir. H.H.G. Savenije (TU Delft, CiTG), Mw. dr. B. Schaefli (TU Delft, CiTG),

Mw. dr. ir. S.C. Steele-Dunne (TU Delft, CiTG), Dr. S.R. de Roode (TU Delft, TNW)

ForfurtherinformationpleasecontactthesectionWaterManagement,+31(0)152783347


4 Watermanagement

A function-oriented methodology of flood vulnerability assessment

Flood risk is often defined by probability and consequences. It has been well accepted as the main methodology for flood risk assessment. However, this methodology still has some limitations: firstly in some areas without long time data series, the probability of extreme events is hard to predict. Secondly, the consequences, in most cases, are represented by economic damage without considering the social impact that directly connected with human life, health, environment, etc. Thirdly, it considers the social system as a whole without analyzing the distributive pattern inside.

Regarding this, a FVA (Flood vulnerability assessment) model is developed in this study to take into account the socio-economic factors that cannot be well illustrated in the flood risk assessment, on both the distributional pattern and overall impact. In order to make the model more function-oriented, these factors are integrated into the main structure of the FVA model along different flood mitigation phases. Specifically, the social vulnerability index system is reconstructed to identify the distribution of vulnerable groups at different mitigation phases, while the flood social impact is evaluated as a complementary part of flood risk assessment at the prevention phase. The use of GIS complemented the FVA model by providing a visual, map-based perspective that facilitates the interplay between external flood hazards and internal vulnerability factors. This model is applied to the area near Ijsselmeer in the province of North Holland, the Netherlands.

Student: Zhen FangCommittee: Prof.dr.ir. N.C. van de Giesen, Dr.ir. O.A.C. Hoes, Dr.ir. P.H.A.J.M. van Gelder, Ir. P.J.N.J. Bart, Oranjewoud



4 Watermanagement

The soil has a big influence on the rainfall-runoff process in an area. In rainfall-runoff models, drainage is calculated with methods that assume a homogenic soil. When looking at a small scale this assumption is never correct, but on a larger spatial scale the influence of small flow paths can be neglected. Due to physical ripening shrinkage creates cracks in the soil. In recently reclaimed lakes these cracks are still present. The assumption of homogenic soil is not correct for cracked clay soils, which poses the question: what is the influence of cracks in clay soils on the rainfall-runoff process? A second question is if this process in such soils can be modelled using the known methods. In order to answer these questions a case study is done in the two youngest reclaimed areas of the Netherlands, the Southern and Eastern Flevopolders. Groen (1997) and Wolters (1996) already showed the presence of cracks in the soil of these polders.

A field experiment is set up for two reasons: 1) to get better understanding of the rainfall-runoff process in cracked clay soils, and 2) to create a time series with high temporal resolution which can be used for simulation of the process in a hydrodynamic model. On two locations groundwater and surface water levels are measured as well as meteorological data. This experiment shows that the clay cracks are interconnected and the discharge peak follows the precipitation peak within a day. Also the groundwater level in the field is constant, with a sudden drop in the last few meters to the ditch. Sometimes the system seems to ‘short-circuit’ the unsaturated zone; after a rainfall event with high intensity the groundwater and surface water level rises drastically, while a rainfall event with low intensity causes (almost) no water level rise. In that case the water is taken up by the unsaturated zone. Unfortunately no specific threshold value was found for this process.

In the hydrological model Sobek the drainage method of Ernst is used in combination with the Capsim-module that models the soil moisture movement to simulate the discharge. Ernst ws chosen, because other drainage methods are not applicable due to instability or invalid assumptions. The rainy period at the beginning of the time series is reasonably well modelled using a system with three layers with increasing drainage resistances. The drier period during the summer is not well simulated using the set of parameters of the first (winter) period. The SWAP (Soil-Water-Atmosphere-Plant) model was used to determine whether the simplification of the Capsim-module was the cause of the lack of result during the summer period. The SWAP model takes into account much more processes in the unsaturated zone, such as hysteresis. The winter period is better modelled by SWAP than by Sobek/Capsim, but the summer period does not show a good comparison. Generally it can be said that the assumption of homogenic soil is incorrect and the clay cracks have too big influence to justify that assumption. Because of this, the standard drainage methods such as Ernst cannot be used the whole year round, only in the winter it is justified.

The influence of clay cracks on the rainfall-runoff process

Student: H.E. GeertsemaCommittee: Prof.dr.ir. N.C. van de Giesen, dr.ir. O.A.C. Hoes, dr.ir. D.M.J. Smeulders, ir. K.J. van Heeringen (Del-

tares), Prof.dr.ir. B. Schultz (UNESCO-IHE), Drs. F. Stoppelenburg (Waterschap Zuiderzeeland)



4 Watermanagement

Optimization of the rainfall-runoff response in urban areas by using controllable drains

In the last times, infiltration facilities to reduce the load on the drainage systems have been introduced in many urban areas. These facilities allow water to infiltrate or to drain depending of the level it reaches in the ground. It results easy to conclude that this infiltrating and draining process is likely to be controlled in real time so extra storage can be created on the urban subsurface when necessary or, on the other way round, store water when a shortage is expected.

To study the possibilities of controlling the groundwater levels to create extra storage, an area of study was selected in the municipality of Delft, which was interested as well in being able to create extra storage. This area includes an infiltration system.

After insight on the area was acquired, the only element which is likely to be controlled in the whole process turns to be the head levels at the infiltration facility. Therefore, it becomes necessary to find the influence the infiltration facility has on the groundwater system on its surroundings and obtain a model which allows tuning a proper controller afterwards.

A mathematical model of the response of the groundwater levels within the area of study was created by using system identification. The inputs to this identification process are net precipitation, the historical precipitation and the water level at the infiltration facility. The output is, of course, the groundwater levels. All the data was obtained after a measurement campaign using both “in situ” measurements and remote sensing.

Once a proper model was obtained, a simple feedback controller for the infiltration facility levels was tuned. A visible improvement on the groundwater levels behavior was observed when the controlled system was simulated. It results clear then that groundwater levels, within an area where an infiltration facility is present, can be controlled in theory.

A simple actuator was designed and built to be able to run practical experiments in the area later on. With this, the real relation of the infiltration system with the surrounding grounds can be checked as well as different control methods can be tried in further research.

Student: David Haro MonteagudoCommittee: Prof.dr.ir. N.C. van de Giesen, Dr.ir. P.J. van Overloop, Dr.ir. F.H.M. van de Ven, Ir. J.A.E. ten Veldhuis,

Ir. I.A. Clarisse (Gemeente Delft)



4 Watermanagement

The Netherlands are formed by a delta area; 25% of the country is located below sea level and in this flood prone area 70% of the gross national income is earned. Since the big storm in 1953 The Netherlands have been relatively safe against flooding. Although international flood disaster, as the Katrina floods in New Orleans 2005, point out society’s vulnerability to floods and the importance of descent preparedness. Throughout history there has always been a strong emphasis on flood protection and preparedness and therefore the field of flood disaster management displays a wide range of different stakeholders is involved. Each stakeholder requires specific information depending on the moment in time. The information supply to the stakeholders is scattered and differs in form and accuracy. Furthermore some stakeholders make use of flood damage models. This research points out flood disaster management in The Netherlands shows shortcomings on qualitative and quantitative aspects regarding the models and information used by its stakeholders, resulting in a poor an inaccurate scenario planning. In order to improve these shortcomings the additional value of the application of Statistics Netherlands (SN) data within the field of flood management is explored. Through literature study, interviews, data analysis and a newly developed flood damage model the additional value of geographical SN data is pointed out in a qualitative and a quantitative way.

Qualitatively the data demands per stakeholders in time regarding to their specific tasks are mapped. The data governed by SN points out to offer great additional value, especially regarding cultural and environmental damages, public services and evacuation and emergency aid. Furthermore SN data enables dynamic interpretation of data during a flood in time through the newly developed model, which automatically maps the SN data on a satellite map.

Quantitatively SN offers data coupled to their geographical locations (object data) enabling a higher level of accuracy than the currently used aggregated data used in The Netherlands. The newly developed model points out object data is 40% more accurate for densely populated areas (7 000 residents per km2) up to 360% more accurate for sparsely populated areas (20 residents per km2).

Improved disaster management with use of Statistics Netherlands data

Student: J.T.M. KuilboerCommittee: Prof.dr.ir. N.C. van de Giesen, Dr.ir. O.A.C. Hoes, Ir. R.W. Hut, Dr.ir. S.N. Jonkman,

Drs. N.F.M. van Leeuwen (Statistics Netherlands)



4 Watermanagement

Investigation subsurface iron and arsenic removal: anoxic column experiments to explore efficiency parameters

IntroductionRecently subsurface treatment as a possibility for arsenic removal for drinking water supply on community scale in rural Bangladesh has been recognized. The technique involves the injection of aerated water into an anoxic aquifer, where consequently ferrous iron is oxidized by the injected oxygen. Subsequently, the flow is reversed and a multiple of the injected volume can be extracted with lowered iron concentrations, which makes the technology successful. Efficiency ratios (V/Vi) of extracted water (V) over injected water (Vi) are typically increasing over the successive cycles and may range from 3 to 30. The freshly formed ferric oxides are potentially effective adsorbents for trace elements like arsenic. Yet, the dominant reaction mechanisms responsible for the retardation of iron and arsenic are still not well understood. This research aims to gain a better understanding of these reactions, to enhance the operational efficiency of subsurface iron and arsenic removal.

MethodologySeveral successive injection/abstraction cycles were simulated with anoxic column experiments. Various experiments were performed, adjusting and comparing the influence of different parameters: two types of soil material (clean sand and ripened sand), pH variation, a different injection method and the influence of a background electrolyte (0.1M NaNO3).

ResultsThe results of this study are promising and provide new insights in the mechanisms during subsurface iron and arsenic removal. Very high adsorption capacities for both iron and arsenic were measured. The retardation for arsenic was increasing over the successive cycles, whereas the iron retardation remained stable. Furthermore, with a higher ionic strength the adsorption of arsenite increased, while the adsorption of iron decreased.

Under the given conditions the technology demonstrated a very good efficiency. Yet, the adsorption characteristics showed conflicting results with the known surface complexation modeling parameters, suggesting that other mechanism may be occurring which could explain the high retardation. Different mechanisms were hypothesized and evaluated: ion exchange, interfacial electron transfer and the influence of the point-of-zero-charge of the soil materials.

It is concluded that the ion exchange mechanism played a dominant in the retardation of iron. The increasing efficiency of arsenic is a result of the increasing amount of iron oxides at the soil material. As a general conclusion it is stated that this study shows that subsurface treatment has a large potential for iron and arsenic removal. The results may illustrate the theoretical possibilities under ideal circumstances. More research is required to come to more practical implications to optimize the operational efficiency in the field.

Student: H. van der LaanCommittee: Prof.ir. J.C. van Dijk, ir. D. van Halem, Dr. B. Petrusevski MSc. (UNESCO-IHE), Prof.dr.ir. T.N. Olsthoorn.

ForfurtherinformationpleasecontactthesectionWaterManagement(SanitaryEngineering),+31(0)152783347


4 Watermanagement

Research performed of the last decades in the waste water treatment field has shown the ability of zeolites to adsorb ammonium via ion-exchange. Recent research has proven that zeolites might also be capable to remove the lower concentrations of ammonium present in groundwater to the for drinking water required standards. This makes it a promising technique as replacement for the traditional biological treatment. Still there is not much known about the effect of multiple regenerations with the different types of regenerant on the adsorption capacity and the durability of the zeolites.

This research focuses on the chemical regeneration of zeolites which have been used to remove ammonium from anaerobic groundwater. The main goals hereby have been: • The determination of the effect of multiple regene-

ration on the ion-exchange capacity of the zeolites. • The testing of the effectiveness of two types of

regenerant: NaOH and NaCl. • To see whether it is possible to reduce the amount

of chemicals used for regeneration by reusing the regenerant.

Because the adsorption experiments have been done with anaerobic water, an extra objective has been to investigate whether ammonium adsorption is hindered by the presence of Fe2+.

A 4 column set-up has been designed in which two types of zeolite, clinoptilolite and aqualite, have been used. At a drinking water treatment plant a side stream of the influent of their rapid sand filters was used as influent for the columns. Two columns (one of each material) have been regenerated with 0,1 M NaOH, the other two with 1,8 M NaCl that was being recirculated.

By monitoring the influent and effluent concentration of both ammonia and Fe2+, breakthrough curves could be determined. By comparing these, the impact of the regenerations on the adsorption capacity could be established. Extensive analyses of the used regenerant showed which ions were affected by regeneration and how much regenerant was actually used per regeneration. In the end the zeolites have been loaded and regenerated 11 times. The NaCl also has been used 11 times. Hereby it has been determined that the zeolites do loose some of their ion-exchange capacity by regeneration. This loss is the biggest after the first regeneration. After that the adsorption capacity fluctuates around 80% (NaOH) and 70% (reused NaCl) of it original capacity. The fluctuations are caused by changing lengths of the adsorption phase while the regeneration period stays constant.The reused NaCl shows a higher loss in capacity than the NaOH in combination with a higher chemical usage. From economical point of view NaOH is more feasible. The effect of the extreme pH on the zeolites has not been investigated though.

It has been possible to reuse the regenerant and still obtain reasonable results. Whether that really is a reduction of the used chemicals, is not completely clear because no comparative study with single use NaCl has been performed.There has been no evidence that the presence of Fe2+ in the source water interferes with the ammonium adsorption. The positive side effect is that the iron is removed by the zeolites to great extent as well.

Regeneration of zeolites used for ammonium removal from anaerobic groundwater

Student: Y. MikkersCommittee: Prof.ir. J.C. van Dijk, Dr.ir. S.G.J. Heijman, Dr. J. Gascon, Ir. W.W.J.M. de Vet,( Oasen)

ForfurtherinformationcontactSectionSanitaryEngineering,DepartmentofWaterManagement,015-2783347


4 Watermanagement


Transport & Planning

5.


5 Transport & Planning

Towards Sustainable Urban Water Management in Brazil

The ongoing increase of imperviousness in urban areas and the increase of heavy storm events trigger the urge for more sustainable urban water systems to combat flooding in Brazil. In developed countries source control measures have been developed to combat the negative impact of these two factors and more sustainable urban water systems are developed. In developing countries, however, this is not the case. Most solutions in developing countries still focus on end-of-pipe measures.

Rapid urbanization during the last decades, without adequate urban planning, has resulted in severe hydrologic and environmental impacts in Brazilian cities. This has already led to drought and flooding problems. Continuing this developing pattern, by increasing the imperviousness in urban areas, as well as expanding cities by low-density developments, will lead to exacerbation of these problems and does not lead to a sustainable water system. The sanitary philosophy, by which urban drainage systems are based on the concept of draining the water from urban surfaces as quickly as possible, is still much applied in Brazil. Canalization of urban streams, clandestine urban flood plain occupation, a lack of environmental awareness, a large sediment production and a large amount of solid waste disposal into the drainage system have lead to a systematic degradation process of urban streams.

The triplet applied in The Netherlands of first retaining, then storing and ultimately discharging of stormwater contributes to a more stable urban drainage system. Measures like bioretention cells, infiltration trenches, green roofs and micro-reservoirs are getting more and more common practice in drainage systems in developed countries.

Through a case study in a 6 km2 urban catchment (part of the Arroio da Areia catchment) in the city of Porto Alegre, the influence of different drainage approaches on the runoff is assessed. The catchment is modelled with the SWMM5 stormwater model, applying the kinematic wave approach. By modelling the current

drainage system the bottlenecks are identified. In the current situation flooding occurs in 14 of the 31 nodes when modelled by a 10-year return period storm. The total flooding volume accounts up to almost 30,000 m3. The construction costs of the current macro drainage system are estimated at R$ 14.3 M. The objective of this case study is to present and assess alternative drainage approaches to combat these flooding problems and to present recommendations for future developments.

It is shown that enlargement of the conduit diameters in the current drainage system layout to combat flooding is almost 2 times more expensive than solving the flooding problem by implanting detention basins or by adopting low impact development. It is also shown that the peak runoff produced by enlargement of the current drainage system is between 1.5 to 2 times higher than the peak runoff generated in case detention ponds or low impact development is adopted.

It is concluded that by continuing development in the conventional way, by accelerating discharge of runoff and building low-density neighbourhoods, costs for society as well as the impact on the environment and on the liveability in the city are redundantly high. It is recommended that low impact development demonstration projects should be developed to build capacity among urban water and drainage professionals, in municipal departments as well as among companies active in the sector, and to increase awareness about the environment among the population.

Student: Elwin F. BakkerCommittee: Prof.ir. F.M. Sanders (TU Delft, CiTG, Transport & Planning), Prof.dr. C.E.M. Tucci (IPH-UFRGS,

Porto Alegre, Brazil), Dr.ir. F.H.M. van de Ven (TU Delft, CiTG, Water Resources Management), Drs. E. de Boer (TU Delft, CiTG, Transport & Planning)

ForfurtherinformationpleasecontactthedepartmentofTransport&Planning:+31(0)152789341



District heating networks can support the international ambitions of government bodies to save energy and reduce CO2-emissions to limit the human influence in the climate change. The development of district heating networks in new urban areas in the Netherlands shows a positive trend due to the public demand of increasing energy performance and reducing CO2-emissions but is still low. The implementation of district heating networks in existing urban areas is hardly executed. This is mainly caused by the technical and economical limitations and barriers that occur during the development of district heating networks. Especially municipalities and housing association do not have the knowledge and experience to develop district heating networks and to use the presented potential, while they are the key stakeholders in the development of existing urban areas.

This thesis studies when and under what conditions are district heating networks technically and economically competitive with individual heating systems? The results are a tool and a thesis that describes the steps for modeling district heating networks in urban areas.

District heating networks consists of energy conversion systems and distribution networks. The evaluated energy conversion systems are five currently used types in the Netherlands. Distribution networks consist of various components to distribute heat from energy conversion systems to urban areas.

The model developed consists of a screening strategy and an impact analysis to derive five decision supporting impact parameters: primary energy use, CO2-emissions, investments, operational costs and user fees. The presented impacts can be used by decision makers for selecting a preferred district heating network alternative.

With the model two scenarios are evaluated to develop district heating networks and to derive the technical and economical feasibility. The technical feasibility presents potential for applying district heating networks. Compared with individual heating systems (gas powered boilers) district heating networks presents energy saving and reduction of CO2-emissions. The economical feasibility shows barriers in high investments and sometimes high operational costs for district heating networks. The user fee is limited by the Not More Than Usual-principle which means that user pay a maximum price for connection to a district heating network.

Regarding the goal of the research it is concluded that district heating networks are technically competitive, but are limited by economical aspects. Further studies can focus on adding energy conversion systems, distribution of electricity and cold and social and legal aspects for developing district heating networks in urban areas.

Development of District Heating Networks in Urban Areas

Student: Daan van BeekumCommittee: Prof. ir. F.M. Sanders (TU Delft, CiTG), Dr. ir. E. Hasselaar (TU Delft, Research Institute OTB),

Dr. L.C.M. Itard (TU Delft, Research Institute OTB), Dr. R.J. Verhaeghe (TU Delft, CiTG)




Towards an optimal (re-) construction of motorways

The report at issue describes a thesis made by Christophe Egyed at the Delft, University of technology, faculty Civil Engineering and Geosciences, section Transportation and Planning under the direction of professor F. Sanders, ir. L. Houben, drs E. De Boer and mr. K. Helsen, deputy of the Province of Antwerp, Belgium.

Many lobbies and fields of study are involved in the re-building (re-construction) of an existing motorway. It is obvious that not all wishes and ideas of the parties involved can be carried out.

Towards optimizing motorways deals with all the aspects of civil engineering that are important in order to be able to extend and rebuild an existing motorway optimally. Because of the large amount of knowledge available, not all knowledge relevant to the reconstruction and extension of a highway will be dealt with. Nevertheless the programme provides a good idea of what a motorway will look like after and during the operations (works), the most important demands of civil engineering taken into account.

The deliberate gathering of as much traffic as possible on the main roads causes a serious traffic problem on those places where road maintenance is to be carried out on these main roads, because the support road system will probably not be able to absorb the dense traffic diversion.As to the redevelopment and/or extension of existing motorways, this may lead to a method of rebuilding that is different from the present traditional approach and that may help to reduce the length of time required

The aim of this thesis is to develop a programme that, on the basis of different possibilities of simulation, can indicate in an early stage of the project to those parties involved which consequences a particular decision may have with regard to the cross (transverse) section of the existing motorway and the services concerning the infrastructure along the motorway.

for the building and subsequent exploitation of the road and to restrict the cost of traffic jams.

In case of an extension of a motorway different possibilities and the costs involved must be taken into account. An alternative may be to opt for a permanent narrowing of the traffic lanes so that a lane could be added without broadening the road. Such measure will have its effects on the dimension of the pavement structure.

In order to diminish the emissions of the vehicles, speed-limiting measures are recommended.The narrowing of the traffic lanes may help to bring about this lower speed. Such measure will also have its effect on the dimension of the pavement structure.Because of the increase of the traffic it can be decided at a given moment to install sound barriers and to adapt a silent pavement surface in order to reduce the noise pollution. The factors that are important in this respect will also be discussed in this report.

And finally, by way of conclusion, a number of measures of attainableness will be discussed as well as the circumstances in which these measures can be recommended.

Student: Christophe EgyedCommittee: Prof. ir. F.M. Sanders (TU Delft, CiTG), Ir. L. Houben (TU Delft, CiTG), Drs. E. de Boer (TU Delft, CiTG),

Mr. K. Helsen (Deputy of the Province of Antwerp, Belgium)




The goal of this MSc-thesis is to investigate the pos-sibility of calibrating the microscopic traffic simulation model PARAMICS with a phase-based algorithm. The underlying principle is that once the PARAMICS-model is calibrated and validated, its trajectories can be used for the calculation of microscopic traffic emission pre-dictions. This is studied because the ability to correctly predict traffic emissions on a microscopic scale is a valuable instrument with the ever stricter rules regard-ing traffic emissions.Trajectories obtained from microsimulation traffic mod-els, which are calibrated with standard and commonly used methods, are not suitable for the calculation of microscopic traffic emission predictions. These trajec-tories are correct, from a transport engineering view, since the durations and average speeds correspond with the reality. However these trajectories are not suitable, from a emission engineering point of view, as on a (sub)microscopic scale the distribution of charac-teristics like speed, acceleration and deceleration do not correspond with the reality.The main problems with current simulated trajectories for traffic emission predictions on a microscopic scale are invalid durations and magnitudes for the differ-ent phases in comparison with recorded trajectories. Invalid trajectories can be explained through the use of fundamentally unsuitable car-following models, incor-rect numerical implementations of the car-following models, or an inaccurate estimation of the driver behaviour parameters. The assumption in this research is that the driver behaviour parameters can be estimat-ed properly through a phase-based calibration. The aim is that this will result in valid simulated trajectories. For the determination of these phases in a trajectory a tool is developed by the Institute for Sustainable Systems and Technologies-Transport Systems called ‘Drive Cycle Splitter’. The splitter is used to split the trajectories into the six different phases.To calibrate the driver behaviour of the PARAMICS model, parameters are adjusted. The initial adjust-ments of the parameters are based on an analysis of the car-following model of PARAMICS. In this analysis it is determined which and how parameters need to be adjusted to get an improved match between the

recorded and simulated trajectories by a literature and mathematical study. The result of this analysis is that the driver behaviour parameters headway, reaction factor and ‘acceleration-speed and deceleration-speed profiles’ are adjusted.During this MSc thesis a methodology is developed to analyse if the adjustments to the driving behaviour parameters had the predicted and desired results. These adjustments are based on the analysis of the used car-following model. The results can be compared with FCTTDAS-data (microscopic data from a dataset which is collected with ISST-TS’s instrumented vehicle). The comparisons between the series of runs is based on error scores . An error score is calculated on two levels and in two ways. The first order error score is determined by the mean durations and mean magni-tudes, while the second order error score is determined by the standard deviations of the of durations and magnitudes. For all adjusted parameters a sensitivity analysis is made to find their local optimal value. After analysing all individual parameters, simulations with logical combinations of parameter adjustments are performed. Out of all these different series of runs the series with the lowest error score is selected, provided that the adjustments made can still be justified. The best performing series of runs scores significantly better than the default runs, but is still far from the desired outcome. It can be concluded that it was not possible to calibrate the PARAMICS-model to satis-faction within the given boundary conditions of this research. As the conclusion of this thesis is that it is not pos-sible to calibrate the PARAMICS-model to satisfaction, it seems not logical to start a validation. However, the validation is performed to investigate if the errors that occur after the calibration are consistent. If these errors are consistent the approach can be used for relative emission comparisons, even if the absolute emission calculations are not correct due to the fact that trajectories cannot be simulated optimally yet. Secondly, by analysing multiple trajectories of different drivers under further identical conditions, it has been concluded that the influence of the driver of the probe vehicle on the collected data is significant.

Calibrating a traffic microsimulation model with a phase based algorithm to make the trajectories suitable for traffic emission predictions.

Student: Frank de Groen Committee: Prof.dr.ir. S.P. Hoogendoorn (TU Delft), Dr. R. Zito (University of South Australia), Dr.ir. J.W.C. van Lint

(TU Delft), Ir. P.B.L. Wiggenraad (TU Delft)




Verbetering vervaardigingproces GVVP’s

Een gemeentelijk verkeers- en vervoersplan (GVVP) is het beleidsdocument wat gemeenten hebben om het verkeers- en vervoersbeleid te voeren. Goudappel Coffeng BV (GC) maakt GVVP’s voor gemeenten. Dit proces duurt gemiddeld twee tot drie jaar. Het proces is heel complex en ondoorzichtig door de omvangrijke inhoud en verschillende bestuurlijke en inhoudelijke processen. Inhoudelijk gaat het maken van GVVP’s GC goed af. Procesmatig zijn er nog verbeterpunten, bijvoorbeeld in kennismanagement en communicatie. De nieuwe beleidsvisie van GC vraagt ook een continue kwaliteitsverbetering van zijn producten.

De hoofdvaag van dit afstudeerproject: “HoekanGoudappelCoffengdoortoepassenvankennismanagementdekwaliteitvande‘gemeentelijkeverkeers-envervoersplannen’verbeteren?”

De literatuurstudie richt zich op kennismanagement, individuele en organisatorische leerprocessen en Planning Support Systems.

Uit onderzoek van dit afstudeerproject blijkt dat GC’s individuele en organisatorische leerprocessen beperkt zijn en dat GC behoefte heeft aan een betere kennisdeling en een betere communicatie tussen de projectgroepen en vestigingen.Een individueel en organisatorisch leerproces bestaat uit veel onbewuste stappen en impliciete aannames. Daarnaast zit veel kennis en ervaringen in de hoofden van medewerkers van GC en is daarom niet direct te bereiken voor collega’s. Voor GC is het belangrijk dat deze impliciete processen en kennis tastbaar en eenvoudig te bereiken worden. Dit afstudeerproject heeft gekozen om de expliciete kennisdeling te bewerkstelligen met een instrument. Voor dit instrument bestaan verschillende mogelijkheden.

Vanuit de literatuur en de analyses van GVVP’s is respectievelijk een functioneel en een inhoudelijk Programma van Eisen (PvE) opgesteld voor een kennisdelingsinstrument. Uit de analyse van GVVP’s volgt dat de ontwikkeling van een GVVP uit

verschillende fases bestaat en inhoudelijk naar een aantal thema’s kan worden teruggebracht.

Uiteindelijk heeft dit afstudeerproject voor de vorm van een wiki gekozen. Een wiki is een website waarmee gebruikers laagdrempelig informatie kunnen delen. Het kennisdelingsinstrument dat dit afstudeerproject heeft ontwikkeld om de leerprocessen te ondersteunen – de GVVP wiki – voldoet aan het PvE. De GVVP wiki is een belangrijke aanvulling in het ontwikkelingsproces van GVVP’s, omdat het aannames en intuïtie expliciet maakt. Het zorgt voor kwaliteitsverbetering in communicatie, leerprocessen en kennisdeling.

Het gebruik door de medewerkers van GC is vooralsnog beperkt. De verwachting is wel dat wanneer de organisatie het gebruik stimuleert, de GVVP wiki een succes zal worden in het kennismanagement van GC.

Dit afstudeerproject heeft aangetoond dat GC een behoefte heeft aan kennismanagement. Een goede methode daarvoor is het gebruik van een kennisdelingsproduct. De GVVP wiki is klaar voor gebruik. De implementatie van de GVVP wiki in de bedrijfsprocessen heeft vergaande gevolgen, maar het is een goede zaak voor GC om de GVVP wiki op te nemen in de bedrijfsprocessen. Wanneer GC ervoor kiest om met de GVVP wiki te werken dan zal voor een goed resultaat de aanbevelingen in paragraaf 5.2 opgevolgd moeten worden. Het management van GC zal de volledige implementatie van de GVVP wiki waarschijnlijk pas ondersteunen wanneer een businesscase met de GVVP wiki is gedaan.

Student: R.J. in ’t HoutCommittee: Prof. ir. F.M. Sanders (TU Delft, CiTG), Ir. P.M. Schrijnen (TU Delft, CiTG), Dr. J.L.M. Vrancken (TU Delft,

TBM), Ir. P.B.L. Wiggenraad (TU Delft, CiTG), Drs. ing. M.J. van Lieshout (Goudappel Coffeng BV), Drs. N.G. Nijhof ((Goudappel Coffeng BV)




Optimizing traffic control for a multiple-junction road network is a difficult but important task in traffic system design. A properly designed control strategy with various control measures is effective in handling traffic flows in diverse traffic conditions. Regarding the limits and low performance of existing control system, this paper presents a novel route information traffic control strategy (RICS), which integrates the route demands into traffic control strategy design.

RICS aims to optimize network traffic performance and facilitate the movements on some specific routes with maximizing the capacity of infrastructure and maximizing the utility of certain route. It is potential to relieve movements blocked problem in saturated condition or improve the movements of big traffic demand route in some special traffic conditions.

The measures of RICS are in a wide variety, which include adjustments in the signal timings and roadside geometric. They can be designed corresponding to the route demands in the network. RICS enjoyed big advantage in generating higher flexibility in signal control setting and adaptability to various traffic conditions. RICS potentially provides special control for preferential routes.

The application system of RICS involves input system which provides traffic condition and route demands and output system such as traffic signal control and traffic management. RICS can be pre-designed or it can react or adapt to the real time traffic condition.

This study presents a general concept of RICS including its design, application and evaluation. RICS will increase the flexibility and variety of signal designs so that it can well correspond to the vehicle demand in real situations. The roadside layout and other control measures can also be incorporated. RICS is expected to reduce the negative impacts of bottlenecks or congestions on other routes of vehicles in the network. It is promising to deal with unbalance route network especially during the peak hours. It can also be applied in incident management to evacuate large traffic flow on one route.

The results from the case study proved the feasibility and effectiveness of RICS. RICS was quite helpful to facilitate the movements of targeted routes with minimizing delay caused by spilled back queues. However, it might cause the additional delay on non-preferential routes in the network. The simulation results also showed these negative impacts can be minimized by proper design of roadside layout.

This study also pointed out that there were various expected problems in RICS. For example, there are a huge increasing in the number of alternatives of RICS design along with increased flexibility, which also could be a drawback of its application due to increased complexity and uncertainty. The further studies are recommended to focus on the application in a wide network, interaction between route choice and traffic control strategy, integration of simulation environment etc.

Optimization traffic control using route information

Student: Jun LiCommittee: Prof.dr.ir. H.J. van Zuylen




Assessment of the relationship between observed crashes and simulated conflicts at intersections

The goal of this M.Sc. thesis project is to investigate a traffic safety indicator calculated on the basis of micro-simulation. This safety indicator called TTC (time-to-collision) is based on the concept of a conflict situation; i.e. two vehicles approaching each other in such a way that if they do not change their course or make a preventing manoeuvre, they will crash.

This project is incorporated into a research study from SWOV called Routechoiceinroadnetworks. The latter deals with route choice from a safety perspective and aims at developing a method by which road authorities and traffic engineers can make use of micro-simulation for assessing, among others, road safety.

The approach adopted on this project does not aim at simulating traffic conflicts as they are in reality. Instead, a method is used that defines a conflict situation on the basis of data derived from a micro-simulation model. The research assessed whether there is a significant statistical relationship between the frequency of calculated conflicts and the actual number of crashes registered at unsignalized intersections. The research was limited to the traffic of motor vehicles.

A regional Dutch network from the area Leiden-The Hague was used for the study for which data on traffic and real crashes was available.

The approach adopted for the study consists of four basic phases. First, the registered data on real crashes is processed and linked to the model network by using the geographical information system, ArcGIS. Then, once the micro-simulation model is calibrated, data on the movement of vehicles is retrieved from the model. This data is used for the calculation of the traffic conflicts. Different critical TTC are adopted for the calculation of the number of conflicts that took place at the intersections. There are therefore, various datasets of conflicts which are used for the assessment of the relationship between calculated conflicts and real crashes. Calculated conflicts, flow and number of arms of the intersection were used as explanatory variables. The statistical analysis involves fitting generalized linear models and shows promising results, as there seems to be a correlation between real crashes and calculated conflicts.

The results of this preliminary study can lead to the development of a method based on micro-simulation that allows for a safety assessment of route choice. A follow-up study should include signalized intersections and roundabouts as well, seeking to determine the ‘best model’ that enables road authorities and traffic engineers to assess the relative safety level of the infrastructure.

Student: Paula A. MarchesiniCommittee: Prof.dr.ing. I.A. Hansen (TU Delft), Ir. A. Dijkstra (SWOV), Ir.P.B.L. Wiggenraad (TU Delft),

Ir. T. Heijer (TU Delft)




Financial Services are a line of work that suffers from the overload on the Dutch road network (among other things because of the nature of the jobs in this sector, the working hours and the origin and destination of travelling employees). Ever increasing travel times lead to employees who have to travel longer to their offices, their clients and their homes. A serious problem for both the employee and his employer. A decrease in billable hours and job satisfaction leads to money loss for the employer. In this study I tried to present a set of measures to reduce (travel) time loss in financial services and to increase job satisfaction and the share of billable hours.To see if it’s possible to present measures or strategies to handle these problems for all of the companies in financial services, you have to zoom in on the different parts of the problem. In this thesis this is done by doing a case study at one of the bigger players in financial services: PricewaterhouseCoopers. The structure of this case study (and the rest of this thesis) was as follows: a functional and spatial analysis of PwC, data collection and analysis, final product case study: measures and final product thesis: measures. By doing a case study at PwC Advisory I was able to derive generic measures suitable for all companies in financial services.The mobility problems at PwC are far more complex than at companies where employees (more or less) do the same kind of work. The complexity of the problem at PwC reduces the chance you miss some mobility related problems (that can occur at other (smaller) companies). The fact that PwC has offices all over the Netherlands and also serves clients all over the country causes lots of work related trips. The majority of those trips are made by car (approximately 80% of all respondents stated they use the car as travel mode for the majority of their work related trips). The accessibility of almost all offices of PwC in the Netherland is lacking, especially when you look at public transport. That’s one of the main reasons why employees are dependent on their cars and don’t look at public transport as a reasonable alternative.By analyzing travel behaviour of employees of PwC Advisory you can deduce that an employee’s

productivity is not significantly depending on this travel behaviour. The most remarkable part of this analysis is the fact that employees who travel a lot can be as productive or even more productive as employees who hardly travel at all. So productivity seems to be subject to the cleverness of an individual. This is why generic and most of all facilitating measures seem to be the key to increasing productivity.The solution to solve all mobility related problems at PwC Advisory doesn’t exist. The problem is too complex to simply optimise all employees’ travel behaviour by implementing some large-scale measures. Things that can be improved are: Flexibility of employer and client. If employees get enough opportunities and tools to optimise their own travel behaviour, it will almost certainly result in less travel time. Employees’ ingenuity. By being creative with time and opportunities, employees can take matters into their own hands and optimise their travel behaviour. Accessibility of offices. By creating an accessible network of offices, employees get more opportunities and tools to optimise their travel behaviour.The final set of measures to cope with all mobility related problems at PwC Advisory can be put together out of a wide range of measures related to mobility management and time management. By translating these findings to a broader perspective you can say that one of the most important findings of this study is that the solution for mobility problems of companies in financial services doesn’t exist. This is why for different companies tailor made solutions are a must. By selecting a set of measures geared towards the company concerned you can minimize travel time loss. Additionally, job satisfaction and the share of billable hours will increase.

Reducing Travel Time Loss in Financial ServicesOr How to Increase Job Satisfaction and the Share of Billable Hours

Student: Ralph OttoCommittee: Prof.ir. F.M. Sanders (T&P, TU Delft), Drs. E. de Boer (T&P, TU Delft), ), ir. F.S. Zuurbier (T&P, TU Delft),

Dr.ir. J.H. Baggen (T&L, TU Delft) and drs. F. Kop (PwC Advisory)




Optimal configurations for designs of bus stations

Bus stations are the points where different lines gather and travelers can transfer to other modes of transportation. All too often a negative part of this experience by the traveller is the transfer process. However, a well thought of, planned and executed design of a bus station can make the public transport option much more attractive. This research is only focused on the spatial configuration with their functionalities, which is the arrangement of the physical components such as the lanes and platforms contained within.

Different players (the traveler, the bus operator and the principal) have their own interests and opinions in the design of a bus station. The traveler wants to accomplish his activities (walking towards the bus stop, waiting and boarding the bus) in a fast, safe and convenient manner. The bus operator must be able to move fast and save on the bus station. The principal has to facilitate the bus station into the available space.

Spatial configurations of bus stations are split up into 7 basic concepts:• Fishbone: separate, parallel platforms with bus

stops, where busses drive into and depart forward. • Headfishbone: same composition as above but

the busses depart backwards;• Island: a central platform with surrounding bus

routes and stops;• Roadside: a singular platform with busses behind

each other at one side;• Doubleroadside: two roadside platforms next to

each other;• Doubleroadsidewithoppositedirection: same as

before, but with opposite bus directions;• Bentroadside: one roadside platform with two

connection parts in a corner.The spatial configuration has an important influence on the functionality of the bus station. Functional characteristics together define the functionality of the bus station and are based on the interests and activities of the actors. The indicators are dignitaries to measure these characteristics. Testing of the

functionality of the basic concepts gives the highest level of functionality for the head fishbone. The walking time of travellers is low due to smaller walking distances and the fact that there are no conflict points between the traveler and the bus flows and in part to a high level of survey ability and social security.

To analyze the influence of the implementation of basic concepts into the available space on the functionality of the bus station, an analysis of 10 existing bus stations in the Netherlands was done. The functionality of these bus stations was determined similar as de functionality of the basic concepts. A clear relationship between the spatial configuration and the functionality was not found. The implementation of a basic concept can thus have a great influence on the functionality of the whole design of the bus station. Due to the fact that the bus station in The Hague had the lowest score, a new design has been made based on the functionality of the basic concept. Therefore, the head fishbone has been implemented according to the measurements of the bus platform, the required number of bus stops and the distribution of the travellers over the access points to the bus platform. Testing of the new design shows a huge improvement in the level of functionality. Compared to the other bus stations even the highest score is achieved.

The results of this research show the high level of functionality of the head fishbone as basic concept for the spatial configuration of bus stations. The case study of the bus station of The Hague shows how this basic concept can be implemented in the available space with an improvement of the functionality.

It is highly recommended to use the head fishbone as basic concept for the spatial configuration of bus stations. The functionality of the bus station will therefore increase making it more attractive to use them by all parties (but mostly the travellers!).

Student: J. van RossumCommittee: Prof.dr.ing. I.A. Hansen (TU Delft, CiTG), Drs. E. de Boer (TU Delft, CiTG), Ing. E. Jongenotter

(Witteveen&Bos), Dr.ir. S.C. van der Spek (TU Delft, BK, Urbanism), Ir. P.B.L. Wiggenraad (TU Delft, CiTG)




EVAQ is a traffic model for ex-ante evaluations of evacuations plans. The model is still in development and it is uncertain whether EVAQ will accurately model network performance degeneration. At the same time it can be said that accurate network performance degeneration is very important for evacuations. The research of this thesis identifies that there are phenomena that contribute to network performance degeneration that are not modelled. Two important phenomena that are not included are the flow degeneration as soon as links become congested and the constraints that nodes (intersections) themselves have. Several general ideas were thought up to implement these phenomena. A selection was made on the basis of accuracy.

Flow degeneration as soon as a link becomes congested has to do with the link model. The link model determines what number of vehicles can potentially enter and leave the link within a time step. In order to accurately determine these, the framework of Cell Based Queuing is developed. It represents the queue on a link as a set of cells that are related to successive time steps in the past. The theory of kinematic waves is applied which explains that in congestion the traffic states move upstream. Traffic states in the cells can thus be determined using the link outflow from the past. Link inflow is determined by the remaining storage capacity on the link. As an addition to the theory of kinetic waves, the cell at the end of the link is governed by saturation flow rather than kinematic waves. This implicitly applies a capacity drop.

A newly developed node model evaluates constraints on the nodes. The new node model is a combination of these constraints and the constraints by link inflow that are already evaluated. The node model exists out of several sub models that are used for different node types. The controlled intersection model deals with combined use of conflict areas and the effect of green phases. The uncontrolled intersection model is based on a capacity formula that determines the capacity for a minor flow based on a major flow. The

formula is used in a framework that relates all flows on the intersection. For roundabouts an existing model by Cetur (1986) is used. A similar framework is put in place to relate all flows over the roundabout. The model is adapted to work on lane level rather than link level for turbo roundabouts. For weaving sections, on-ramps and off-ramps a new model is developed that looks at lane specific demand.

The new model needs more calculation time but produces more precise capacity estimations. Significant changes are found for the MFD and for queue lengths (spillback). The latter now resembles results from the microscopic model VISSIM quite closely and needs both the new link and node model.

The new node and link model are part of the Dynamic Network Loading model of EVAQ. This model has been the centre of most changes performed for EVAQ and can be used in any other Dynamic Traffic Assignment model. Furthermore, the model is theory based and can thus be used for reversed engineering and more extensive analysis of bottlenecks, also for evacuation schemes.

Network Performance Degeneration in Dynamic Traffic AssignmentWith Applications to Evacuation Modelling

Student: Wouter SchakelCommittee: Prof. Dr. Ir. Serge P. Hoogendoorn (TU Delft, CiTG), Ir. Olga Huibregtse (TU Delft, CiTG), Prof. Dr. Ir.

John Stoop (TU Delft, Faculty of Aerospace Engineering), Ir. Marco Schreuder (Rijkswaterstaat, Centre for Transport and Navigation), Ir. Ydo de Vries (Rijkswaterstaat, Centre for Transport and Navigation)




Vrouwezand, island in lake IJsselmeerDevelopment of a new island in a public private partnership

Building a new island? For recreational and living purposes?At first glance this seems like an impossible task due to the economical crises and the political sensitivity of the chosen location.

But in fact it is this unique location and the possibility that government and private parties join forces in economical hard times that gives the project great opportunities.An exclusive island that not only improves the recreational possibilities of the region but also stimulates the whole economy of the region.

This thesis gives an overview in all the steps and phases that needs to be considered by the realisation of an island. This includes not only an technical and functional design of the island but also the financial feasibility and the possibility of a public private partnership.

Based on an extensive study of different functions that accommodate the island a conceptual design is drawn which serves as the input for the financial feasibility. In this financial study the costs of the realisation of the island, infrastructure and real estate is estimated against the profits of developing real estate.

To calculate the financial feasibility a model is used that gives an insight in the value of land in according to the use of land. This so-called residual method is derived from the Dutch practise of urban land policy. This model is a fast and an effective way to calculate the actual value of space utilisation. The financial estimation gives an overview of all the costs and benefits in time (see figure). In Dutch this is called “de grondexploitatie”.

The multidisciplinary character of the island lends itself to the realisation of the island in a public private partnership. In this cooperation public and private parties work together at an early stage. A project of this size is usually too complex to be realised by one party. Benefits of this partnership are time saving, cost reduction and a better quality as a result of the exchange of information and knowledge. Public private partnership also means that all profits can be utilized for the project.

ConclusionsThe realisation of the island is financial feasible.Public private partnership is the best way to develop the island.

Student: Bart Simon Committee: Prof. ir. F.M. Sanders (TU Delft, CITG), Dr. ir. J.H. Baggen (TU Delft, TPM), Ir. P. van Eck (TU Delft,

CITG), Drs. E. de Boer (TU Delft, CITG)




Student: E.A.J. Vendrik Committee: Prof.dr.ir. S.P. Hoogendoorn, Dr.Ir. A. Hegyi, Dr.ir. R.T. van Katwijk, Ir. F.J. op de Beek, Ir. P.B.L. Wiggen-

raad


The use of a car causes different costs. The sum of these costs is called the social costs. To make the benefits of car use as large as possible these social costs should be minimal. The social costs of car use depend on the social costs from origin to destination. Because users choose the route based on their own experienced costs and not based on the social costs the route choice is not always optimal from a social perspective.

To determine the difference in social costs between the current route choice and the social optimal route choice the dynamic macroscopic assignment model INDY is extended. In the current model it is only possible to assign traffic based on travel time and toll costs. In the extended model the traffic can be assigned based on the social costs.

In this study the social costs are defined as the sum of seven indicators, namely travel time, fuel use, nitrogen oxides emission, particulate matter emission, carbon dioxide emission and the expected number of injuries and fatal casualties. To assign traffic based on the social costs a costs function for every indicator is needed. This costs function describes the height of the indicator for different loads on the road. These costs functions were found through research of relevant literature. For the costs functions for fuel use and the different emissions the COPERT IV model is used. The COPERT IV model has as variable the average speed of the vehicle. For the costs functions for injury victims and fatal casualties risk numbers of different road types of the SWOV in combination with the Nilsson formulae are used. The formulae of Nilsson give the relations between risk levels and speeds.

To combine the seven separate social costs indicators into the total social costs amount a price is given to the different indicators. Pertinent literature was researched to find prices which define the social impact for the different indictors. The social costs functions depend on the characteristics of the road. For a highway, a rural road and an urban road an example link is defined. For the highway link the social costs mainly consist of costs for travel time and fuel use. For the rural road and urban road the travel time, fuel use, injury victims and fatal casualties are the main part of the social costs.

The dynamic assignment model for the social costs is used in a case study for the main road in the triangle Utrecht - Amersfoort - Soest. In this case study two assignments are performed, namely a user equilibrium for the travel time and a system optimum based on the social costs (SOSC). In a system optimum based on the social costs the total costs are 1.3% smaller than in the user equilibrium for the travel time. In this system optimum the travel time, fuel use and carbon dioxide emissions increase with respectively 3.4%, 0.6% and 0.6%. The nitrogen oxides emission costs, particulate matter costs, injury victims and fatal casualties decrease with respectively 0.6%, 1.3%, 9.5% and 11.7%. In the SOSC the number of kilometres travelled on the highway increases with 6.0%, on the rural roads decreases with 15.6% and on the urban roads it decrease with 8.6%.

A dynamic traffic assignment model based on social costs



Student: R.H. van VlietCommittee: Prof. Dr. Ing. I.A. Hansen, Ir. P.B.L. Wiggenraad, Dr. Ir. J.A. Ottjes (3ME), Dr. E.A.G. Weits (Movares)


The railway network in the Netherlands is one of the highest occupied networks in the world. Because differ-ent train services run on the line sections, with dwelling regimes and different operational speeds and because of the limited available infrastructure, the chances on conflicts in the railway operations are high, which might result in delays. In an attempt to improve the qual-ity of the railway operations, not only with respect to robustness but also with respect to higher frequencies, NS wants to introduce the so-called “Spoorboekloosrijden”, which translates as “running without a time-table”. Shortly, this means that a passenger can go to a station at each moment, knowing a train will arrive soon. Of course, an (internal) timetable still exists to assign personnel and rolling stock etc. The line sections of the Oude Lijn between Leiden, Den Haag and Rotter-dam belong to one of the busiest line sections in the Netherlands, and when the timetable has to be rede-signed because of the expected shift of (long distance) passengers to the High Speed Line, this creates an opportunity to introduce “Spoorboekloosrijden”.

In the report, research is done if the creation of a basic hourly timetable with 6 trains per hour per direction for both intercity and Sprinter services. After some initial calculations to test whether the track capacity is sufficient for these frequencies, 3 conflict-free basic hourly timetables have been set up. To analyse and compare the timetables, simulations are done in OpenTrack. (a micro-simulation program dedicated to simulate railway operations) Simulations showed that track occupancy rates remain below 75% (the limit for normal operations according to UIC (2003)), except for the two-track line section Delft – Rotterdam (when heading south). To be able to compare the timetables with respect to running time, frequency and number of transfers, a formula was set up to calculate a quality factor for each possible relation. For each relation, the running time, frequency, number of transfers and the importance of the connection is determined for the quickest and second quickest route. These values are integrated to one value for each timetable. Besides, simulations are done with initial delays to compare the timetables on robustness.

In all comparisons, a timetable with a very strict two-train service turns out to be the best one. In this timetable, there are direct intercity services Rotterdam – Den Haag HS – Leiden (and further via Haarlem to Amsterdam) and Den Haag Centraal – Leiden (and further to Schiphol Airport). Sprinter-trains run on the lines Rotterdam – Den Haag HS – Den Haag Centraal and Den Haag Centraal – Leiden.This strict line structure also fits within the corridor structure NS Reizigers aims for. Simulations shows for normal disturbances (so track-, train-, or signal failure are not taken into account) only 1 to 2% of the departures is delayed (based on the punctuality criteria a train may face up to 5 minutes delay). To be able to compare the timetables better, trains departing more than 15 seconds late are assumed as delayed. This results in 56.5 % delayed departures.

As a final part of the thesis, research is done whether small infrastructure measures could improve the robustness of the timetable. Simulations show that replacing signals and adapting block lengths to the local maximum speed near bottle-necks will result in a rather large decrease in delays, as was the case for trains entering Schiedam coming from Delft. This results in a decrease in delay of 5% to 51.5%. Also, additional turnouts near Den Haag Laan van NOI show a decrease in delays, as it separates the intercities from the Sprinters at that point. Here, delays decrease from 56.5% to 51% (for additional turnouts only) or 49.5%. (for a complete 4-track entrance of Den Haag Centraal). Of course, further research is recommended to check if abovementioned solutions are really possible and if other measures, or further fine-tuning of the timetable can have better results.

Concluding, this thesis shows that even when only the current infrastructure is available, it is possible to apply “Spoorboekloosrijden”between Leiden, Den Haag and Rotterdam.

High-frequency train service between Rotterdam and Leiden



The objective of this master thesis was to establish discrete choice models for the choice of transportation chain and shipment size in freight transport. This models aim to reflect reality as well as possible in order to allow the models application in decision support for policy making in freight transportation.More specially, the objective was to estimate a disaggregate freight transport model, based on the unique and vast data source of the Swedish Commodity Flow Survey (CFS) of the year 1004/05, which models the choices of transportation chain and shipment size in a simultaneousway, hereby incorporating a logisticsperspective.Decision-makers of the modeled choices are sending firms (or their commissioned shippers respectively).Following the research objective, various research questions treating the impact of attributes of decision makers and choice alternatives could be derived and answered throughout the model estimation process.The specific objective and set-up of the model stem from the fact that existing freight transport models hardly ever account for simultaneous decision making in freight transport, nor success in incorporating a logistics perspective by taking extensive logistics costs in to account. Further, the general lack of disaggregate data describing freight flows has lead to a lack of models that reflect decision making on a individual level (as it takes place in freight transport). These deficiencies, hindering an appropriate reflection of real-life decision making, were tried to be overcome with the proposed model based on the Swedish CFS.First, the available data of the CFS, describing attributes of shippers, shipments and the selected choices, were combined with the according logistics costs of selected and unselected choice alternatives. Logistics costs influencing the choice process, e.g. transport costs, interest costs, transshipment costs and inventory costs, were derived in accordance with the Swedish national freight transport model and its logistics module. Choice alternatives were defined in such a way that simultaneous decision making in transport chain and shipment size was accounted for.Next, utility functions, describing the attractiveness of choice alternatives for decision makers, were set

up. These incorporated variables accounting for all attributes that were assumed to be relevant in the decision process. Applying utility theory and hereby assuming that decision makers aim for maximizing the utility of their choice (or, respectively, minimizing their choice’s disutility), random utility choice models, namely multinomial logit models and nested logit models, were estimated by using maximum likelihood methods. Random utility choice models accounted for given uncertainties of unobserved and observed attributes. Estimated models with their resulting parameters of (cost) attributes were evaluated, tested for their significance and compared with each other by various statistical methods.Finally, also applications of the best resulting models were carried out. Cost elasticities were derived by applying simulation runs in order to prove the model’s accuracy and its policy sensitivity.Best resulting models showed that cost attributes of choice alternatives have mostly minor influence on decision making compared to attributes of shippers or shipments. Influential are the value density of a shipment (reflecting a preference of small shipment sizes and fast transportation chains for high value goods) or the commodity type and its connected cargo type of a shipment. Also, alternative specific constants, reflecting mainly unobserved attributes of choice alternatives, showed to have considerable impact on decision making. Small shipment sizes and the transport chain type ‘lorry’ proved to be preferred compared to other choice alternatives.Considering the extremely low derived cost elasticities especially for road transport, obtaines result are not really pleasing for policy makers. Possibilities for influencing decisions in freight transport, specifically regarding the choice of mode usage, seem to be very limited. Results suggest that changes in infrastructure (e.g. allowing sending units more access to rail facilities or waterways) could provoke an (often longed for) decline in road transport.

A disaggregate freight transport model of transport chain and shipment size choice on the Swedish commodity flow survey 2004/05

Student: Elisabeth Windisch Committee: Prof.dr. ir. S.P. Hoogendoorn, Dr.ir. R. van Nes Delft , Ir. P.B.L. Wiggenraad, Prof.dr. G.C. de Jong (Univer-

sity of Leeds and Significance-Quantitative Research, The Hague)


Offshore Engineering Theses

6.


6 Offshore Engineering Theses

Discrete Element Modelling of Sand/Rock Cutting in Deep Water

Rock behaviour and the high cutting force required in deep water constitute the biggest challenges in deep sea operations. The research sources into these subjects are not yet well enough developed to describe the rock behaviour and to calculate the cutting force. One of the biggest challenges for the modelling of sand cutting is relationship between the micro properties of particles and the macro behaviour of sand. This research is started by researching to the suitability of DEM software for modelling of this subject. From this software research, it turned out that EDEM software is the most suitable software for this particular research. To check the reliability of this software, the relation of micro parameters and the macro behaviour of specimens is investigated on the basis of several simulations of sand cutting, passive earth pressure and sandpiles for dry sand. In reality the sand/rock particles are not perfectly spherical; their behaviour is determined by their natural shape and material properties. By imitating the natural shape of sand/rock particles in the simulation the managing of particle behaviour will be become much easier. This also showed that the angle of any internal friction of specimen is the same as the arctan of the coefficient of static friction of a particle.

The cutting of water saturated sand is much more complicated, because of the water stress and the flowing inside and outside the pores. However as the EDEM software is able to couple to CFD software we are interested in modelling an alternative for CFD inside the EDEM. Through this modelling, it is possible to add water stress to your simulation without any coupling to CFD software, which will save your calculation time. From this research it can be calculated that the modelling of sand cutting by EDEM seems to be a reliable method to investigate the modelling of rock cutting in deep water. But this modelling requires more research and time, because the complication of 3D model and the calculation time.

Student: Morteza Abdeli Committee: Prof. dr. ir. C. van Rhee, Dr. ir. S.A. Miedema, Dr. ir. D. L. Schott

ForfurtherinformationpleasecontactthedepartmentofOffshoreEngineering,+31(0)152786882



A huge variety of piping is positioned on the topside of a FPSO. One of the issues regarding the design of this piping is the determination of the eigenfrequency. This analysis must be accurate, since resonance can lead to excessive shortening of its fatigue life. Fluid velocity may have an influence on this eigenfrequency.

In pre-investigation it is showed that there is a decrease of eigenfrequency under the influence of fluid velocity. Coriolis and centrifugal effects contribute to that. A parametric analysis is performed on single span and double span piping defined with different boundary conditions. Although the effect of fluid velocity on decrease of eigenfrequency is low (aproximatelly 0.5%), the main conclusion is that an increase of spans leads to a higher decrease of eigenfrequency under the influence of the same fluid velocity.

Subsequently a bridge pipe is analyzed. This is a pipe connected between two modules on the process deck. Hogging and sagging together with its span length induce an accurate determination of its eigenfrequency. A method is developed to transform the expansion loop into a straight pipe model keeping up with the constitutive relations and physical properties of the loop. This creates the possibility to analyze the expansion loop by means of the numerical method applied in the single and double span piping. The numerical model is validated with FEM. Making a conservative approach, it is found that the decrease of eigenfrequency is about 5% under the effect of fluid velocity. The main cause of decrease is the centrifugal term (95%). Coriolis’ effect is small and fluid momentum forces don’t have any effect on the decrease.

The final conclusion is that the maximum decrease will practically not come above 5% in topside piping of a FPSO. Industry standards prescribe a design regulation of the eigenfrequency of piping. The eigenfrequency is advised to be 20% above or under the excitation source. The recommendation is to validate the developed method by means of an experiment. If valid, CB&I should consider taking the centrifugal term into their finite element code.

The effect of fluid velocity on eigenfrequencies of FPSO piping systems

Student: Sietze Douwe AkkermanCommittee: Prof.ir. C.A. Willemse, MBa, Ir. J. Haesaerts, Prof. dr. A. Metrikine




‘An investigation of squalls and their impact on in situ structures, using measured data from the Greater Plutonio Field, Offshore Angola’

The Greater Plutonio Field, offshore Angola, is one of BP’s latest developments in ultra deep water (>1000 m). This project is seen as a predecessor of more future projects in the region and many lessons are expected to be learned from this project. Highly innovative offshore structures for transportation and storage of reservoir products were developed, successfully installed and carefully monitored throughout their operating phase. All sensor data obtained from a comprehensive monitoring system is recorded in a data base and can be used for data analysis purposes.

Although the climate offshore West Africa is mild, an extreme event, known as a squall, frequently occurs in the region. A squall causes a sudden, sharp increase in wind speed, which is usually associated with thunderstorms and forms a serious threat for offshore structures. The performance of floating structures and their mooring system due to squalls, as well as the squall phenomenon itself, are areas in which little experience of knowledge exists and is the subject of this study.

The thesis describes the motion responses of the spread moored Greater Plutonio FPSO during squall events from both real time as from results of simulations done in OrcaFlex. In addition the design assumptions of the FPSO offset and mooring line tension are checked.

First is addressed how a number of squall events were identified from the history database. In addition, an analysis of real time data of the motion response of the FPSO during the squall events was made, with the result that some squalls had far lower influence on the offset of the FPSO than others. It was therefore decided to enhance the original criteria for squall identification, for engineering design issues of offshore structures.

Subsequently, an adapted OrcaFlex model of the structures in the Greater Plutonio Field was used to simulate structural motion responses due to the real time recorded squalls. The real time motion responses of the FPSO were compared with the simulated motion responses. This comparison proves that the wind speed and wind direction are the key mechanisms for the motion responses of squalls. Although the motion response of the FPSO in the simulations were similar to the real time records of the offset, well founded conclusions about the sensitivity of the system to squall winds could not be made. For this reason three investigations were carried out to gain more insight into the behaviour of the FPSO its mooring line system.

Finally, from the simulations and data analysis it is concluded that the mooring line tension and offset due to squalls stay well within the design assumptions.

Student: J.J.R. BrokkingCommittee: Prof. dr. ir. R.H.M.Huijsmans, Ir. G. Tol, Ir. J. Cozijn, G. Thomas




Student: Rikrik GantinaCommittee: Prof.dr.ir. C. van Rhee, Dr.ir. S.A. Miedema, Dr. M.A. Grima, Ing. C.H. van den Berg


As the application of dredger is increasing recently in offshore industry, so an optimization of dredgers including the grab dredger is also required.

GrabDredger

The research had been carried out using a grab dredger model on a saturated two types of sand representing an offshore application.

ModelofGrabDredger.

Under this research an application of the vibrators on grab dredger is analyzed. The closing wire forces, soil production and its specific energy are main part to be examined. Some parameters such as wire force, upper and lower sheave are recorded using gauge and transducers. Vertical, horizontal and side effect soil cutting forces are also analyzed and determined using Matlab as applicable mathematic software.

Grab Dredger Optimization



Student: J.M. van HiltenCommittee: Prof.ir. C. A. Willemse, MBA, Ir. G. Tol, Ir. G. Hommel, Ir. A. Hilberink, Dr. R. Peek


With the high demand for hydrocarbons in the past decade, subsea pipelines are increasingly required to operate at high pressures and temperatures. The exploitation and recovery of hydrocarbons from these high pressure / high temperature (HP/HT) reservoirs require special considerations in the design of pipeline systems. As a result of the temperature and pressure, the pipeline tends to expand. Due to contraints, e.g. soil friction, high axial compressive forces will develop in the line. At some critical value, these stresses may lead to sudden lateral movement in the pipe, called lateral buckling. Buckling may be a problem if stresses and strains in the pipeline exceed the design criteria and threaten the integrity of the pipe.

Besides lateral buckling issues, an exposed subsea pipeline may experience lateral movements due to current and wave loading, known as on-bottom instability. Theories with respect to lateral buckling and on-bottom instability has led to several methods and models to assess the stability of a subsea pipeline. However, the current design criteria are not clear about if and how the combination of the two instability issues should be taken into account. The objective of this thesis is to enhance the insight in pipeline behavior under the influence of the high temperatures, high pressure, and severe weather conditions.

A dynamic Finite Element Model (FEM) is developed to asses the stability of a subsea pipeline. The model works with the unconditionally stable Hilbert-Hughes-Taylor method, which introduces some numerical damping to the solution. A subroutine was developed to model hydrodynamic loading from waves and current and to model pipe-soil interaction which takes into account hydrodynamic lift. The FEM is used to investigate two different cases.

First, the dynamic modelling in itself is assessed. The analyses are based upon a pipe at high temperatures in still water. It was found that the conventional static modelling method is in general conservative, but that the dynamic model estimates higher bending strains during the buckle snap than the static model does. The magnitude of this ’dynamic amplification’ mainly depends on the ’bending stiffness EI, the lateral soil friction and the initial out of straightness (OOS) of the pipe. Taking into account the probability of expected initial imperfections, a very large dynamic amplification is not very likely to occur.

Second, the possibility of on-bottom instability triggering lateral buckles is investigated. An example shallow water pipeline is used as a case study. It is found that on-bottom instability can indeed trigger lateral buckles. The cases where buckling - no buckling occured were compared to the Det Norke Veritas (DNV) guideline to lateral buckling. In the case study lateral buckling occurs at a temperature lower than the critical temperature recommended by the DNV guideline.

On-Bottom Stability of High Temperature Pipelines



The wave rotor is a cross flow turbine type of wave energy converter that uses the ocean’s kinetic energy to generate power. This water turbine is a combination of a Wells and Darrieus rotor and has been in development for more than ten years by the company Ecofys. Since the environmental conditions with the highest energy density are found in deeper waters, one of the next steps in the development of the Wave Rotor project has been the design of an offshore device which can serve as a floating support structure for the rotors. This floating offshore support platform (FOSS) will have two main objectives: to optimize performance and to guarantee the system’s survivability in extreme environmental conditions. Both requirements can be improved by means of a well designed motion response of the FOSS.

The main conclusion of this research project is that making use of the motion response behaviour of the floating support structure can increase both the system’s overall performance as well as its capability to survive the extreme environmental conditions.

Design of a floating offshore support structure for the Wave Rotor. “A technical study aiming at the optimisation of the wave rotor’s performance and capacity for survivability”

Student: Reinder JorritsmaCommittee: Prof.ir. C. A. Willemse, MBA, Ir. G. Tol, Dr.ir. J. van der Tempel, Ir. G.M. Massaro,

Dr. Ir. H.J. de Koning Gans




Student: Coen KleipoolCommittee: Prof. C.A. Willemse, MBA, Ir. G. Tol, Dr. ir. J. van der Tempel, Dr. ir. D.P. Molenaar, Ir. P. Naaijen


The demand for more environmentally friendly sources of energy is increasing. Wind energy is one of the most promising renewable energy resources, and for this reason the offshore wind industry has been growing rapidly the last few years and will definitely continue to grow the coming years.

The installation of the offshore wind farms has drastically increased over the last years. Installation capacity is already at its peak. Current installation methods make use of expensive installation vessels for both transport and installation of the turbines. Unfortunately these vessels are capable of transporting only few turbines per sailing. A large part of the operational time of these vessels therefore is spent on loading and transporting. This thesis deals with the development of an improved transport and installation method that is available on short term. The method should increase the installation capacity. This implies the use of currently available marine equipment that should be used more efficiently.

The answer is provided by this study by means of the introduction of barges for transportation of the offshore wind turbines from the harbor to the installation site. This transport method is combined with the installation by a jackup barge that remains at the construction site.

However, this new method introduces new challenges: The transport of turbines upright is associated with larger motions in the components than during current transport methods. Also the floating barges will have to be unloaded when arriving at the construction site: relative motions of the load to the crane do make this a hazardous operation. The method is checked on workability during these two stages; the transport over open sea and the lifting phase during installation offshore. Two alternatives are shown; three turbines placed upright on the deck of a barge and six turbines that are transported in components that have to be installed piece-by-piece offshore.

The transport phase is limited by accelerations found in the nacelles. Within the limitations on forecasted weather conditions during the voyage the restrictions are all met. The transshipment phase, where the jackup crane has to lift the turbine off the barge is split up into three phases; the first phase where the barge and load are moving together, the intermediate phase where the load is partially suspended into the crane and partially resting on the barge. Finally the third and last phase starts at liftoff, an air gap is present between the barge and the bottom side of the load. Here the danger of collision between barge and turbine is governing. The availability of this method year round is approximately 43%. Several options are already available to increase the availability of the proposed method, those include active and passive heave compensation in both the crane and on the barge. Dynamic ballasting systems that quickly lower the barge by instantly reducing the buoyancy.

This installation method will allow for more efficient use of crane vessels for installation of offshore wind turbines. When combining it with support systems such as heave compensation it will show acceptable uptime and lead to increased overall installation capacity for the offshore wind industry.

Optimization of the Transport- & Installation Process of Offshore Wind Farms



During pipeline installation, it is important to know where the pipeline touches the seabed, especially where other pipelines or cables are being crossed as the new pipeline has to be laid on protection mattresses. For other difficult parts like sharp bends, it is also crucial to ensure that the pipeline is laid correctly. Once the pipeline has been completely laid route corrections are expensive, therefore it is essential to monitor the touchdown point real-time. To determine the touchdown point, a Remotely Operated Vehicle (ROV) is used.

The disadvantage of ROVs is that they are expensive in every aspect. The costs to buy and operate them are high, while there are also existing problems with the workability. If the ROV cannot operate due to bad weather conditions when touchdown monitoring is required, the whole pipelaying process needs to be stopped. Most of the time, the pipelaying vessel could have continued working in these weather conditions. At the moment, there is no real objection against using an ROV, but a problem is likely to occur in the future. Clients demand ever increasing information about the touchdown point. For the relatively easy parts on the pipeline route, it is deemed unnecessary by Allseas to use an ROV from a commercial and operational point of view so an alternative touchdown monitoring system should be available instead. This report investigates a method to determine the position of the touchdown point relative to the ship, in order to eliminate the use of an ROV.

The investigated method for determining the touchdown point is to measure angles on the pipeline relative to the horizon with inclinometers. To derive the pipeline shape and calculate the touchdown point, a reconstruction model is used. In reality, the pipeline shape is 3D with rotation, but for this investigation it is assumed to be 2D and non-rotating. The reconstruction model works in two steps: First, a data fit will be made with the measured angles, where parameters (such as pipeline weight and bottom tension) are estimated. Then, these parameters are used in the second step where the touchdown point is calculated relative to the ship, thus deriving the pipeline shape. It was found that a three component reconstruction was necessary to reconstruct accurately: Mainly catenary component, as well as an Euler-Bernoulli and a straight component, which are used near the touchdown point and on the seabed respectively.

Simulations are performed for deepwater and shallow water, where a random error is superimposed on the measuring data to simulate the measuring errors of sensors. After the simulations, a statistical analysis is made. The conclusion is that for deepwater, the reconstruction model works well as it is possible to achieve an offset error of 3m at 1700m water depth. For shallow water, the model works moderately well because less data is available for the data fit, as compared to the deepwater example, which is caused by the limited length of suspended pipeline.

Method for real-time touchdown point measuring during pipeline installation

Student: J.M. de KlerkCommittee: Prof. C.A. Willemse, Ir. D.J. Cerda Salzmann, Ir. M.P.M Krutzen, Dr.ir. P.C.J. Hoogenboom




Student: Moritz PalmCommittee: Prof. R.H.M. Huijsmans, M.J.B.M. Pourquie, H.J. de Koning Gans, G. Tol, A.L. Sijtstra


Tidal currents are a potential source of clean and predictable energy. The increasing demand for energy stimulated the development of devices to generate electricity from tidal currents in the past decades. Most concepts involve rotating underwater turbines that are placed at sites with strong tidal currents. At this moment, the development and testing of full-scale prototypes is ongoing. Plans for the near future are to install several tidal devices in clusters, similar to wind farms, to make energy production commercially viable. During design of such a ‘tidal farm’, the spacing between the turbines has to be determined.

Optimising the arrangements of turbines within the tidal farm is a trade off between different parameters. On one hand it is attractive to place the devices close together to reduce the required cabling and space on the seabed. On the other hand, it is known from wind energy that the wake, induced by a turbine, has a negative impact on the energy production of downstream devices. The wake is a zone with reduced velocity behind a turbine. Further downstream, the velocity recovers gradually by turbulent mixing with the ambient current.

The influence of wake effects on the performance of tidal devices and farm arrangements is subject to this thesis. The aim is to find simple relations that can be used to predict the energy output of a given farm configuration. The energy output of a turbine depends on its inflow velocity. Therefore, the strategy is to find a model that is able to predict the velocity field in the tidal farm. Such ‘wake models’ are available for wind turbines and thruster-thruster interaction. The applicability of these wake models for tidal turbines is studied in this thesis.

A CFD model of a tidal turbine is used to simulate the velocity in the wake and flow in a tidal farm. The obtained results are used for testing the wake models. The CFD model is validated with measurement data from the literature.

Comparison of the CFD simulations to the wake models shows promising results. The flow behind a single turbine is studied extensively and different cases for multiple wake interaction are assessed. Finally, a case study on a small tidal farm demonstrates the applicability of the models.

Wake influence on tidal turbine performance and tidal farm arrangements



The world’s growing demand for energy calls for the development of new energy sources. One of the leading technologies in this field is wave energy converter Wavebob. The Wavebob is a floating buoy device that will automatically adjust its response to suit the prevailing wave climate. It is especially designed to recover power from ocean swell and to be deployed in large arrays offshore. Heerema Marine Contractors was asked by Wavebob Ltd. to design a transport and installation procedure for a large development offshore Ireland, consisting of a several hundred Wavebobs. Since no suitable mooring system was available the research includes a full mooring system design. The research was divided in two phases. In Phase I a mooring system and installation procedure for a single Wavebob was designed using industry standard methods where possible. In Phase II improvements were evaluated focusing on installation time and cost reductions.

In Phase I different mooring system concepts were modelled in order to find the mooring forces and motion behaviour during storm conditions. The influence of the mooring system on power generation during operating conditions was also modelled. This resulted in a three point mooring system using submerged buoys and suction anchors. The submerged buoys minimize the vertical force component of the mooring system on the Wavebob and thus minimize the influence on power production. They also have a beneficial influence on mooring line forces. In Phase II array mooring systems for multiple Wavebobs were researched. Modelling was done on the influence of Wavebobs on each other in order to determine the optimal array spacing. This resulted in two mooring system concepts that reduce the number of mooring components and installation time needed per Wavebob. For both mooring systems installation procedures were designed. A workability analysis was used to estimate the weather down time during installation. Finally a cost assessment was done to compare the designed mooring and installation procedures.

Mooring and installation of wave energy converter Wavebob

Student: B. PoppelaarsCommittee: Prof.ir. C.A. Willemse, MBA, Ir. P.S. Albers, Ir. G. Tol, Dr.ir. P.Th.L.M van Woerkom, Ir. P.J. Meeuws




Student: W.F. van RossemCommittee: Prof.dr.ir. R.H.M Huijsmans (TU Delft), Ir. T.N. Bosman (TU Delft), Ir. G. Tol (TU Delft), P. Smedley (BP)


The ongoing search for offshore hydrocarbons has forced the oil & gas industry to develop fields in areas beyond the depths of bottom founded structures. Floating facili-ties have been applied widely, but their significance and technical challenges increase with water depth and harsher environments. To guarantee safe and continu-ous production, floating facilities are kept stationary by mooring systems. Failures of mooring systems can therefore require production to be ceased, resulting in significant requirements on the design life.

Despite these design requirements, there has been a significant amount of mooring line failures in the recent past of which a substantial part could be related to fa-tigue damage. As fatigue damage is accounted for in cur-rent design standards, questions are being raised on the reliability of the design approach with respect to fatigue. This study describes a review on the current mooring line design approach, executed at BP Exploration Operating Company, with a focus on fatigue damage.

The major conclusion in this report is that fatigue is under-exposed in the entire design process of mooring lines. This has developed such from the historical focus on extreme responses, which dominated the mooring system design process. Recent mooring line failures therefore indicate the requirement of design standards to be upgraded, on both fatigue resistance determination as well as fatigue loading analyses.

It´s learned that the fatigue resistance approach by means of either TN or SN curves is based on very limited data obtained from tests executed in ideal tension-only conditions with significantly smaller chains then ones used on floating structures. Potential size-, mean stress- and proof load-effect is uncertain and it is found that fatigue damage prediction is significantly different using either TN or SN approach, increasing with chain diam-eter.

As design standards are currently very limited on guide-lines for fatigue loading analyses, quality is generally dependent on requirements of the project’s operator. In a case study, during proof-of-concept analyses of a new FPSO project, the ability of the current design philosophy to predict fatigue damage has been assessed. It is found that extensive calibration, different for operational con-ditions and by focusing on fatigue damage, was required to obtain accurate results, which is threatened by the current focus on maximum tension in extreme environ-mental conditions. Besides that, preliminary analysis to the occurrence of VIV in mooring lines is executed, which indicated that the current assumption of non-occurrence couldn’t be justified.

It is concluded that although the design process is relatively robust, significant limitations are found with respect to fatigue. Additional research to the fatigue resistance in mooring chains should increase insight in the use of design curves. The resistance approach should be upgraded to be applicable in other loading conditions than tension-tension. And additional requirements dur-ing fatigue life prediction studies using dynamic analyses should improve the prediction accuracy.

Fatigue Integrity of Mooring Lines on Offshore Production Facilities



New oil production locations demand a new scope of installation depths and weights. Current installation systems fall short in providing the needed load capacity and motion characteristics.

Factors influencing the load capacity and motion behavior of a general lifting system have been explored and have led to a new lifting concept: the ‘Double Block Lifting System’.

This new concept has an additional block of sheaves (the traveling block) attached to lines from the top of the system (crane tip) and the bottom of the system (bottom assembly). The traveling block can be moved up and down while keeping the total height of the system the same.

Adjustment of the traveling block position changes the stiffness of the lines between the traveling block and the top of the system. Likewise the stiffness of the lines between the traveling block and bottom of the system changes for a new position of the traveling block.

The position of the traveling block can be adjusted in such a manner that the traveling block functions as a dynamic absorber for the motions of the bottom assembly of the system.

Motion response characteristics of this new lifting system show that the responses of the bottom assembly can be reduced considerably for the eigen frequency of a standard lifting system.

The ‘Double Block Lifting System’ is potentially a passive heave compensation system that can significantly reduce motions of the bottom block assembly, lowering the touch-down speeds of objects to be installed on the seabed.

Deep Water Subsea Heavy Lifting “A lifting concept with tuneable eigen frequency at fixed heights”

Student: W.J. SlobCommittee: Prof. ir. C.A. Willemse, Prof. Dr. ir. D. Rixen, Ir. G. Tol, Ir. C. M. Spanjers




Student: P. SmeetsCommittee: Prof. ir. C.A. Willemse, MBA, Ir. G. Tol, Ir. J.L.A.M van der Hoorn, Dr. ing. A. Romeijn


Marine Structure Consultants BV is one of the engineering companies of the SBM group. MSC has gained extended expertise in the design and engineering of jack-up platforms throughout the years. With exploration and production moving to harsher environmental conditions the conventional design of jack-ups need to be revised. The concept study of a Mobile Offshore Drilling Unit for the Sakhalin area resulted in an arctic jack-up. This choice is mainly driven by the development of marginal fields and year round drilling capability.

An important element of an arctic jack-up is the leg. The legs must carry the weight of the hull and facilities and be able to withstand the large ice loads at Sakhalin.The static strength analysis of the truss leg of an existing jack-up design, results in failure for a 100 year rafted ice thickness of 3 m. Truss legs in general provide a significant ad-freeze surface. Ad-freeze results in weight increase and larger resistance against the ice crushing load.

The concept development phase of the design study results in three concepts that are subjected to a sensitivity analysis. The most promising concept appears to be the floating ice breaking cone around a 12 m diameter cylindrical unstiffened all steel leg.

For the determination of the wall thickness of the leg a strength analysis is performed on 2 spots of the leg. The ice load on the floating cone is modeled according to the Plastic Limit Method of T.D Ralston and verified. Due to its dynamic behaviour a simulation is set-up to investigate the occurrence of resonance for the dynamic sawtooth load with the equivalent waveheight of the 100 year ice thickness. It appears that resonance is likely to occur and therefore the strength analysis is based on the static ice load multiplied with a dynamic amplification factor. The strength analysis being an iterative process eventually results in a wall thickness of 120 mm.

As stated earlier the ice loading has a dynamic behaviour. This means that in the design of the leg structure fatigue plays a key role. The fatigue analysis is applied to 2 hotspots at the lower leg guide where the internal moment is largest: the horizontal butt weld between 2 ring shaped leg sections and the pinhole edge. For the fatigue analysis a simulation is done with use of probabilistic distributions of the ice thickness and ice drift velocity. The large amplitudes of the dynamic ice loads with respect to ocean waves have a significant influence on the fatigue life as well as the relative large leg wall thickness.

Jack-up leg design for arctic operations



Pigging has become a standard procedure in the Oil & Gas industry nowadays. A pig is a mechanical tool that is inserted into the pipeline for maintenance or examination, the pig is driven by the medium that is transported in the pipeline. To ensure pig performance, safe operations, plan pigging operations and evaluate pig design the industry uses pig motion models and full-scale test facilities. The existing models on pig motion all exclude the eccentricity of the pig motion and the friction force between pigging seals and pipe wall is over simplified.

The aim of this thesis is to define a steady-state pig motion model including eccentricity to predict the pig characteristics. By doing this, the goal was to show that eccentric motion and lubrication have an impact on the parameters concerning the motion of a pig through a pipeline and as such cannot be neglected. For this purpose the PIGPlus model was selected to implement eccentricity.

A mechanical model to predict the eccentricity has been developed. In it, the eccentricity is expressed as the vertical displacement of the centre of the rear and front of sealing disc. These displacements are determined from the resulting overturning moment around the pig. To achieve this the spring coefficients of the seals are needed. These are determined from a deflection analysis of the seal.

Besides eccentricity the following parameters are evaluated for the pig motion model: normal forces around the seal, deformation of the footprint on the pipe wall, film thickness around the seal and wearing rates. Special attention was given to the lubrication analysis, to calculate the film thickness. With a simplified Reynolds equation and assumptions regarding the fluid pressure under the seal, a new analytical method for calculating the film thickness was developed and compared with other methods. This analytical method showed to predict the film thickness more accurately and was implemented in the new model.

The new developed mathematical model, Pigasus, is equipped to calculate the differential pressure against distance and velocity. The Pigasus model was compared with experimental data from another research program. The improvement due to eccentricity was not apparent. However the new film thickness calculation implemented in the model did show an improvement with respect to the experimental data. The eccentric module did show that the methods used, mainly for calculating the normal force, became less accurate for larger deformations. So eccentric motion does influence the pig characteristics but the values could not be calculated accurately with use of the current methods.

Finally the model assumptions and methods were evaluated. Estimates of improvements were carried out and implemented in the Pigasus model. These results had an overall better agreement with the experimental data. This thesis work showed that modelling pig motion is a complex and dynamic subject. Leaving enough room for future work to be done.

Friction forces in pigging: a predictive model

Student: M. TillemansCommittee: Prof. ir. Kees Willemse, Dr. ir. Robert-Jan Labeur, Ir. Ger Tol, Ir. Mark Goudsmit, Drs. Freek Hoogeveen




Student: A.R. VerschoorCommittee: Prof.dr.ir. C. van Rhee, Dr.ir. A.M. Talmon, Ir. J.D. Strijbis, Ir. M.J.B. Cartigny


Trailing Suction Hopper Dredgers use hydraulic transport to discharge load by ’rainbowing’. The sand is discharged through a large nozzle placed on the bow of the ship. Before the mixture reaches the nozzle, it has to flow through a 90 degrees bend. The losses, due to the mixture, flowing through bends, are the subject of this thesis. Constant loss coefficients are used to predict the hydraulic losses over bends. The disadvantage of the use of constant loss coefficients is that it requires a pseudo-homogeneous mixture. A mixture is pseudo-homogeneous when the sand concentration is constant throughout the mixture.

Mixtures are not always pseudo-homogeneous. When the sand has a lower concentration at the top of the pipe than at the bottom of the pipe, this is called heterogeneous mixture. When the sand concentration at the bottom of the pipe rises above 55% a deposited bed is formed. Physical design rules of the pressure losses of heterogeneous mixture flows through bends are not present in literature.

An experimental program in the Laboratory of Dredging Engineering of Delft University was set up to measure the pressure losses in relation to two bend radii (r=1D & r=2.5D), various concentrations and flow velocities.

The bend loss coefficient summarizes a complex process in one number. If the incoming flow pattern is pseudo-homogeneous, then the pressure loss due to bends is equal to the coefficient of fluids. If the incoming flow pattern is slightly-heterogeneous without deposited bed, the properties of the temporary flow pattern behind the bend have to be taken into account. There is sought for a relation between the bend loss coefficient and the vertical concentration profile of mixture in the pipe. Behind the bend there is a mix of the slurry in a transition section, which results in relative less pressure loss than in pseudo-homogeneous flow. The behaviour of the vertical concentration profile is modelled with the advection-diffusion equation for the solids particles.

Main conclusion is that it is possible to model the transition length and the influence of the solids in the transition section. The decrease of the bend loss coefficient in slightly heterogeneous flow due to the decrease of the vertical concentration gradient in the transition section can be quantified. The model results in a more accurate bend loss coefficients prediction.

Influence 90 degrees bends on the pressure losses in slurry transport



For torsional vibration analysis of centrifugal pump systems, i.e. determining the critical frequencies of the system, the system’s mass moment of inertia needs to be known. For centrifugal pumps this means both the impeller mass moment of inertia and the fluid effect on the pump’s inertia need to be determined. The fluid effect on the pump´s mass moment of inertia is called the added mass moment of inertia, abbreviated Ja. To be able to predict the critical frequencies more accurately, the current method at use within IHC Merwede needs to be further improved. This thesis presents a new, more accurate approximation formula for the added mass moment of inertia of centrifugal impellers. The formula is based on the analytical solution of a two dimensional potential flow around a rotating elliptical cylinder. The added mass moment of inertia of this rotating cylinder can be transformed easily to the added mass moment of inertia of a flat plate of zero thickness, with an arbitrary length and unit width. In potential flow analysis, the only governing parameter is the geometry of an object: the added mass moment of inertia of a logarithmic centrifugal impeller then depends on the impeller geometry only. The geometry can be described by the impeller diameter Dimpeller, the suction diameter Dsuc, the impeller’s width Wimpeller, the number of blades Z and the blade angle β. The fluid has an influence indicated by the fluid density ρfluid. The model-impeller has been constructed as an ensemble of flat plates having the impeller dimensions mentioned above. The formula Ja (Dimpeller, Dsuc, Wimpeller, Z, β, ρfluid) assumes behaviour of Ja in the diameters to the power four and linear behaviour in both Wimpeller and Z. The main differences between real practice and the two-dimensional model are the impeller blades being curved instead of being straight, and the flow through an impeller entering axially and leaving radially instead of only flowing radially. The approximation formula contains two correction factors, correcting for both the blade angle β and the presence of axial flow. Each correction factor contains a linear scaling parameter that needs to be tuned with experimental data. The model has been validated by carrying out scale

model experiments with a series of logarithmic impellers. The experimental set-up has been optimised to induce torsional vibrations with one degree of freedom only. For each impeller, the natural frequencies in both air and water of the set-up with impeller are measured. The frequencies can be used directly to compute the impeller’s added mass moment of inertia. The first dataset is obtained for testing impellers in a large basin, simulating an infinite fluid domain. In real practice impellers are mounted in a volute, imposing both a lateral constraint as well as an axial constraint on the outflow. These are studied separately by testing all impellers in both an axially enclosed configuration as well as a laterally enclosed configuration. These experiments provide the data to tune the model’s correction factors. To study side effects of impeller vibrations in the suction pipe and discharge pipe, some scale model impellers have been tested in a scale model volute. Effects of upscaling the geometry have been studied by testing impellers of different sizes. In the experiments there is no flow through an impeller, but in real practice there is. For studying the effects of flow, water has been forced through vibrating impellers. The experiments in the ‘infinite’ fluid domain and the constraint configurations show higher order behaviour of Ja when varying the diameters and linear behaviour of Ja when varying Wimpeller. The behaviour when varying Z proved to be degressive instead of linear. Lateral constraints on the flow did not influence the added mass moment of inertia significantly. Constraining axial flow however resulted in an increased Ja. No side effects in the suction pipe and discharge pipe could be detected. Upscaling the impellers geometry with [L] results in scaling Ja with [L]5 according to the model. In the experiments it was found that Ja scales with [L]n with 4 < n < 5. At the moment of writing this subject is still studied however. Fluid flow through an impeller proved not to alter the added mass moment of inertia. Approximation of the added mass moment of inertia with the model presented in this thesis is within 12 % accuracy on average compared to the measurements. The approximation formula can be applied directly to IHC impellers.

The added mass effect in centrifugal pumps: an approximation formula for the added mass moment of inertia of logarithmic impellers

Student: J.M. van WijkCommittee: Prof. dr.ir. C. van Rhee, Dr.ir. S.A. Miedema, Ir. P. Naaijen, Ir. J. Speksnijder (MTI), Ir. M. van de Zande

(MTI)


Last year’s Theses

7.


7 Last year’s Theses

Master’s Theses July 2009



The feasibilty of an integral bridge, whith in detail the adiabatic shrinkage Student:F.deBeukelaer,BEng

Modulaire Autobrug; In Vezelversterkt Ultra-Hogesterktebeton Student:B.vandenBroek

Influence of misalignment on the fatigue life of welded connections Student:K.J.A.vanDoremaele


The Great Dubai Wheel The structural feasibility of the world’s first multifunctional centre less Ferris wheelStudent:J.A.N.Bolleboom

Climate Plus Dwellings Thesis on the energetic behaviour of dwellings with greenhouse and new innovative heat exchangers Student:D.M.vanBrakel

An optimised internal transport principle for a high-rise building Student:J.W.Colsen

Prefabrication of concrete shells Student:ElinedenHartog

Structural Shape study Al Ghubaiba Ferry Terminal Student:J.G.L.(Jasper)Janssen

Building pits with permanent prefabricated concrete strut systems Student:J.Rindertsma

The use of biomimicry for housing in flood areas. Student:P.Schipper

Development of a floor made from Fiber Reinforced Polymers (FRP) with integrated installations 2Student:J.vanStormbroek

Systems Engineering in Practice; A research of possible applications and characteristics Student:ElineVink

Tensairity – The effect of internal stiffeners on the buckling behaviour of an inflatable column 25Student:T.E.Wever

Hydraulic & Geo Engineering

Euromax terminalStudent:M.vanBemmel

Sediment Budget Analysis of the Santa Barbara Littoral Cell Student:J.Brocatus

“sustainable Management of contaminated Sediment” Puerto Dock Sud - Buenos aires - Argentina Student:K.M.Croonen

Morphological impact of a deep water reef Student:C.M.vanderHout

Method to evaluate ship manoeuvrability based on flow fields Student:M.H.A.Kaarsemaker

Beach Nourishment to Mitigate the Impact of Sea Level Rise in Southeast Australia Student:J.Langedijk

BouwputvernagelingStudent:R.vanLeeuwen

Bio-physical impacts on fine sediment dynamics in an idealised Wadden Sea basin Student:C.vanOeveren

Non-hydrostatic modelling of large scale tsunamis Student:P.B.Smit

Sediment Transport in the Westerschelde Delta Student:F.Verduin

Possibilities for an engineering consultant as project developer and investor Student:J.P.Verschuure

Sustainable energy dam :Research into possible improvement of dam/dike safety by application of sustainable energy on dams/dikes Student:D.Wondergem



Watermanagement

Influence of temperature on filtration in membrane bioreactor Student:M.Benschop

Reuse of softening pellets for remineralizing desalinated water Student:L.Gao

Emission trading in Dutch water quality management Student:C.B.Kamphuis

Quantifying vegetation cover changes from NDVI time series and determination of main causes for the Nile BasinStudent:S.vanderKruijs

Countering threats from micropollutants to European drinking water quality Student:P.J.M.vanOverveld

A method for simulating wetland hydro-dynamics in regional climate models Student:M.Smoorenburg

On the applicability of discharge measuring techniques in partially filled conduits Student:H.deMan-VanderVliet


Optimization of the evacuation of regions by car Student:O.L.Huibregtse

Modelling the Influence of Travel and Traveller Characteristics on Multimodal Travel Behaviour Student:M.P.T.Koenis

Modelling railway dispatching actions in switching max-plus linear systems Student:DirkvanderMeer

The effect of precipitation on travel time prediction and the influence on the reliability of travel times. Student:MichielSoetens

Amsterdam: dynamic, liveable and reachable An analysis of the effects of AMFORA Student:N.vanderVelden

Alternative routes A15; Maasvlakte - Vaanplein Student:J.Vlaar


“The HydroBLIMP” Buoyancy driven subsea lifting Student:T.Bakker

Surge Motion Damping Methods for Soft Yoke Mooring Systems Student:J.B.T.Brinks

Concept development for side-by-side offloading of Liquefied Natural Gas Student:P.Cuppen

The Braceless Semi Submersible Student:V.J.Nolting

Numerical Simulation of Suction Pile Lowering Student:H.Siegersma

Scaling Offshore Energy Converters Student:B.M.Visser



Tensairity – The effect of internal stiffeners on the buckling behaviour of an inflatable column 25Student:T.E.Wever

Hydraulic & Geo Engineering Euromax terminalStudent:M.vanBemmel

Sediment Budget Analysis of the Santa Barbara Littoral Cell Student:J.Brocatus

“sustainable Management of contaminated Sediment” Puerto Dock Sud - Buenos aires - Argentina Student:K.M.Croonen

Morphological impact of a deep water reef Student:C.M.vanderHout

Method to evaluate ship manoeuvrability based on flow fields Student:M.H.A.Kaarsemaker

Beach Nourishment to Mitigate the Impact of Sea Level Rise in Southeast Australia Student:J.Langedijk

BouwputvernagelingStudent:R.vanLeeuwen

Bio-physical impacts on fine sediment dynamics in an idealised Wadden Sea basin Student:C.vanOeveren

Non-hydrostatic modelling of large scale tsunamis Student:P.B.Smit

Sediment Transport in the Westerschelde Delta Student:F.Verduin

Possibilities for an engineering consultant as project developer and investor Student:J.P.Verschuure

Sustainable energy dam :Research into possible improvement of dam/dike safety by application of sustainable energy on dams/dikes Student:D.Wondergem




Modulaire Autobrug; In Vezelversterkt Ultra-Hogesterktebeton Student:B.vandenBroek

Influence of misalignment on the fatigue life of welded connections Student:K.J.A.vanDoremaele


The Great Dubai Wheel The structural feasibility of the world’s first multifunctional centre less Ferris wheelStudent:J.A.N.Bolleboom

Climate Plus Dwellings Thesis on the energetic behaviour of dwellings with greenhouse and new innovative heat exchangers Student:D.M.vanBrakel

An optimised internal transport principle for a high-rise building Student:J.W.Colsen

Prefabrication of concrete shells Student:ElinedenHartog

Structural Shape study Al Ghubaiba Ferry Terminal Student:J.G.L.(Jasper)Janssen

Building pits with permanent prefabricated concrete strut systems Student:J.Rindertsma

The use of biomimicry for housing in flood areas. Student:P.Schipper

Development of a floor made from Fiber Reinforced Polymers (FRP) with integrated installations 2Student:J.vanStormbroek

Systems Engineering in Practice; A research of possible applications and characteristics Student:ElineVink

Master’s Theses March 2009



Alternative routes A15; Maasvlakte - Vaanplein Student:J.Vlaar


“The HydroBLIMP” Buoyancy driven subsea lifting Student:T.Bakker

Surge Motion Damping Methods for Soft Yoke Mooring Systems Student:J.B.T.Brinks

Concept development for side-by-side offloading of Liquefied Natural Gas Student:P.Cuppen

The Braceless Semi Submersible Student:V.J.Nolting

Numerical Simulation of Suction Pile Lowering Student:H.Siegersma

Scaling Offshore Energy Converters Student:B.M.Visser

Watermanagement

Influence of temperature on filtration in membrane bioreactor Student:M.Benschop

Reuse of softening pellets for remineralizing desalinated water Student:L.Gao

Emission trading in Dutch water quality management Student:C.B.Kamphuis

Quantifying vegetation cover changes from NDVI time series and determination of main causes for the Nile BasinStudent:S.vanderKruijs

Countering threats from micropollutants to European drinking water quality Student:P.J.M.vanOverveld

A method for simulating wetland hydro-dynamics in regional climate models Student:M.Smoorenburg

On the applicability of discharge measuring techniques in partially filled conduits Student:H.deMan-VanderVliet


Optimization of the evacuation of regions by car Student:O.L.Huibregtse

Modelling the Influence of Travel and Traveller Characteristics on Multimodal Travel Behaviour Student:M.P.T.Koenis

Modelling railway dispatching actions in switching max-plus linear systems Student:DirkvanderMeer

The effect of precipitation on travel time prediction and the influence on the reliability of travel times. Student:MichielSoetens

Amsterdam: dynamic, liveable and reachable An analysis of the effects of AMFORA Student:N.vanderVelden



Master’s Theses October 2008



A finite element model which includes compressive membrane action for lateral restrained concrete bridge deck slabsStudent:GertJanBakker


Lateral-torsional buckling of coped beams with fin-plates as end support connection Student:C.Bouras

The Influence of Relative Humidity on the Durability of Concrete A Multi Scale ApproachStudent:B.BruinsSlot

Design of a Lock Gate in Ultra High Strength ConcreteStudent:MacarenaFalconConcha

Performance of a Cable-Stayed Bridge Under Traffic Loading - Static and Dynamic Analysis Student:NikolaosFardis

Dynamic positioning system for Hermod using Hi-Load DPStudent:J.Jung

Cracking on the unheated side during a fire in an immersed tunnelStudent:B.Nieman

Analysis of Thin Concrete Shells Revisited: Opportunities due to Innovations in Materials and Analysis MethodsStudent:B.H.Peerdeman

Foundation of deep basementsStudent:B.J.Verhoef

The Use of Micronized Sand as Cement Replacement An exploring study into the new use of a material Student:W.deVries

Masterplan of Jebel Ali Port Student:ZhuoyiWang

Dynamic behaviour of pedestrian bridges Student:T.P.vanderWardt

Assessment of Real Loading Capacity in Concrete Slabs Student:XuyingWei


The stability of a glass facetted shell structure student:J.A.M.AanhaanenBSc.

High-Rise Exploring the Ultimate LimitsStudent:A.J.Dijkstra

Ant System Based Structural Design of a Roof in Ultra-High Performance Concrete Student:M.G.Flint

Herbestemmen van het kantoorgebouw aan de Huis te Landelaan te Rijswijk Student:MariekeJansen

Malieveld congres centre Student:D.J.vanKan

Designing underground parking facilities for a 55 year-old Dutch national monument Student:EvridikiKiniakou

Exchangeability of BIM Student:P.J.vanMourik

Hydraulic & Geo EngineeringThe cost effectiveness of compartmentation of the Orleans Metro Bowl.Student:M.L.Aalberts

Hypoplasticity Investigated -Parameter Determination and Numerical SimulationStudent:KambizElmiAnaraki

The effect of non-linear soil behavior under vibrating loads. Student:NguyenVanAnh

Toe structures for rubble mound breakwaters Student:S.A.Baart

The Elastocoast system Student:E.Bijlsma

The spreading of corpse scent in waterStudent:R.Bil



Investigation into soil displacement near a jacked-in pile in sandStudent:NguyenThanhChi

Verification and numerical implementation of a 3d liquefaction model Student:AsayeChemedaDilboImplementation, validation and evaluation of a Quasi-3D model in Delft3D Student:J.J.Henrotte

Morphodynamics Suriname RiverStudent:M.Loose

“Fairway Maintenance of the river Ijssel” Student:PedroNavarroMatin

The longshore dimension in dune overwash modelling Development, verification and validation of XBeach Student:R.McCall

The Stability of Synthetic Gabions in Waves Student:J.Oosthoek

The use of pile groynes to reduce sediment exchange between river and harbour Student:J.T.CastilloRodriguez

Preliminary feasibility study on the development of a marina at NoordwijkStudent:M.C.J.Smits

Masterplan for the port of Meulaboh; Expansion projectStudent:A.M.MartinSoberon

Port of thessaloniki – masterplan Student:G.I.Vanidis

Mud dynamics in the Markermeer silt traps as a mitigation measure for turbidity Student:T.Vijverberg

Exploratory Research into the Maintenance of the Slijkgat Student:R.C.deWinter

A Study of the erosion problem along Rosslare Strand Student:S.A.Zweers

Watermanagement

Exploring shallow groundwater irrigation: current status and future application 58Student:J.vandenBerg

Optimising process parameters to achieve advanced chemical phosphorus removal Student:F.H.vandenBergvanSaparoea

Potential Water Conflicts in Mali Student:G.J.vanDijk

Higher water levels in new urban areas on soft subsoils Student:M.L.Oppermann

Forcing on the salinity distribution in the Pangani Estuary Student:WouterSotthewes

The value of flood warning systems Student:J.S.Verkade

Transport & Planning The effect of precipitation on travel time prediction and the influence on the reliability of travel times. Student:MichielSoetens

Offshore Engineering ThesesMooring design of a production and storage buoyStudent:N.J.PdeBaar

Load Distribution of Offshore Platforms StudentJ.Blauw

Mining of Seafloor Massive Sulphide Student:HyounJoonChoi

Breaking Ice Student:H.W.J.Dennert

Analysis of the discharge processes in a hopper Student:E.G.Dijkgraaf

Ice-induced vibrations on Gravity Based Structures Student:B.Haverkamp

Increment of the stiffness of the Pieter Schelte hull by a connection beam between the fore-ships. Student:K.Hoof


The development of an improved transport and installation method of offshore windfarms Student:C.Kleipool

Riser system for slurry transport in deep sea mining conditions Student:M.vanderKooi

Challenges when producing gas offshore northern Siberia Student:M.M.Witteman

Challenges when producing gas offshore northern Siberia Student: M.M. Witteman


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 84954Fund. and Applied Materials Science vacancy

Road and Rail Construction Research GroupRoad Construction Prof. A.A.A. Molenaar 84812Rail Construction Prof. C. Esveld 87122

Building and Civil Engineering Structures Research GroupGeneral Construction Design Prof. L.A.G. Wagemans 84752Concrete structures Prof. J.C. Walraven 85452Concrete modelling & materials Prof. K. van Breugel 84954 Building physics and installations Prof. J.J.M. Cauberg 83387Timber structures vacancy Steel structures Prof. J. Wardenier 82315Steel structures Prof. F.S.K. Bijlaard 84581Steel construction of buildings Prof. J.W.B. Stark 82303Building Technology vacancy Utility buildings Prof. J.N.J.A. Vamberský 85488

Product Design Research GroupMethodical Design Prof. H.A.J. de Ridder 84921 Building Informatics vacancy

Hydraulic Engineering

Fluid Mechanics Research GroupFluid Mechanics Prof. G.S. Stelling 85426Environmental hydro informatics Prof. A.E. Mynett General Fluid Mechanics Prof. J.A. Battjes 85060

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. H. Ligteringen 84285River morphology & River Engineering Prof. H.J. de Vriend 81541Offshore Engineering Prof. J. Meek 84777

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


Specialisation Name Telephone 015-27. . . . .

Water Management

Sanitary Engineering Research GroupSewerage Prof. F.H.L.R. Clemens 83347Waste Water treatment Prof. J.H.J.M. van der Graaf 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 87346

Transport & PlanningTransport Planning Prof. P.H.L. Bovy 84611Traffic and Transport Management Prof. H.J. van Zuylen 82761Traffic 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 SciencesApplied Geology Research GroupGeneral Geology Prof. S.B. Kroonenberg 86025 Production Geology Prof. S.M. Luthi 86019

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

Applied Geophysics and PetrophysicsGeophysical Imaging Methods Prof. W.A. Mulder 83666 Integrated Time-Lapse Methods Prof. R.J. Arts 85190 Technical Geophysics Prof. C.P.A. Wapenaar 82848 Reservoir Systems & Control Prof. J.D. Jansen 87838

Geo Engineering Research GroupSoil mechanics Prof. F. Molenkamp 85280 Groundwater mechanics Prof. F.B.J. Barends 85423 Foundation Engineering Prof. A.F. van Tol 85478Underground Space Technology Prof. J.W. Bosch 82844 Geo environmental engineering Prof. J. Bruining 86032

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