Faculty of Civil Engineering and Geosciences
Collection of Master’s theses
July 2013
Master’s Theses July 2013
Civil Engineering and Geosciences Stevinweg 1 PO Box 5048 NL 2600 GA Delft The Netherlands Telephone: E-mail:
+31 (0)15 2784023
[email protected]
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Table of Contents Preface What is the graduation book exactly?
7 9
Building Engineering Research to the performance and reliability of fire compartmentation Student: A.Y. Botma Preliminary structural design and financial feasibility study of a transportable multifunctional stadium. Student: M.C.l Klomp Ambergy Industrial Student: V.L.C. Muris Hotels for Vacant Offices Student: N. Divendal
12 13 14 15
Structural Engineering Modelling the Interaction between Structure and Soil for Shallow Foundations Student: B.J.S. Breeveld Dynamic Analysis of an open piled jetty subjected to wave loading Student: V.A.G. Bron Study and Comparison of Shell Design Codes Student: E.P. Dunphy Assessment of structural types for bridging the Sognefjord Student: M.W.J. Gerritsen Geometrically nonlinear behaviour of arches in 2D Student: R.C.P. Onstein Design and construction of a railway arch bridge with a network hanger arrangement Student: T.J.M. Smit Conceptual development of the logistics for the construction of Gravity Based Foundations Student: S. Yazici
18 19 20 21 22 23 24
Hydraulic Engineering Data poor environments Student: B.T. van der Spek Salt intrusion prevention in locks; Student: B. van Tongeren Analysing the coastline along East Coast Park, Singapore Student: D. Martens Berthing loads in structural design (Summary) Student: G. Versteegt Coastline modeling with UNIBEST: Student: L.S. van der Salm Assessment of the Costs of Business Interruption caused by Large-scale Floods Student: J.J.T.A. Vilier Sedimentation in reservoirs Student: K. Bronsvoort Reduction barrier Student: L. de Boom Understanding and modeling the process of resuspension of fines in the coastal zone; case Khalifa Port Student: O.C.P. Bots
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26 27 28 29 30 31 32 33 34
Table of Contents A Bypass Friendly Harbour Student: R. Spruit Schematizing wave boundary conditions in sediment transport modelling around a harbour Student: R. Hopmans Flexible Quay Wall Structures for Container Vessels Student: P. Buring Stability of single layer armour units on low-crested structures Student: J.P. van der Linde Spatial variation in dike safety management for uplift Student: T.J.A. van Zwieteren
35 36 37 38 39
Hydraulic Engineering – COMEM Domain Assessment of the variables influencing sediment transport at the Sand Motor Student: A.O. Kaji Effects of Seasonality on the Estimation of Environmental Extremes Student: A.C. Trahan
42 43
Geo Engineering Piled foundations subjected to time dependent lateral loads by soft soils Student: L.W. Schadee Artificial ground freezing as a construction method for underground spaces in densely built up areas Student: A.A.E. van Dorst
46 47
Watermanagement Effect of pre-treatment Reverse Osmosis on biological stability in a drinking water treatment plant Student: J. Dusseldorp
50
Transport & Planning Crowding in train passenger assignment models Student: N.H. Bel Optimization of modal shift and container positioning at Maersk Line Student: E. Altena The Scheduling of freight trains on the Dutch railway network Student: Wouter Leyds Evaluating Multi- Class Model Predictive Control Student: R. van der Kleij
52 53 54 55
Construction Management Engineering Relationship between user satisfaction and sustainable building performance Student: A. Mamalougka Public project manager’s perspective on project success Student: C.L. van Loenhout Flexibility of the DBFM contract Student: J.M. Roosjen
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Last year’s Civil Engineering Theses Master’s Master’s Master’s Master’s Master’s Master’s
Theses Theses Theses Theses Theses Theses
February 2013 November 2012 November 2012 June 2012 March 2012 October 2011
62 64 66 68 70 72
Research groups and professors within the faculty of Civil Engineering and Geosciences
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Preface
Every four months we publish a collection of abstracts of the theses produced by our recent Master’s graduates. In this collection you will find the theses of students who graduated in July 2013. We train our students to be more than just communicators of theoretical knowledge. We also teach them to be critical, make thorough problem analyses and take account of social contexts. We are convinced that a combination of theoretical knowledge and practical skills is needed to find effective solutions for social problems. The graduation project and associated thesis form the culmination of our students’ degree programme. In their graduation projects they examine a concrete problem and are required to employ all the knowledge they have gained during the previous years. By successfully completing this last step they have proven that they deserve to carry the title of Master of Science and that they are ready for the challenges of professional practice. In an age when the role and qualities of engineers are subject to more and more critical scrutiny, our graduates are still being welcomed with open arms by the labour market. They disperse to find jobs in various industries and most of them are offered work almost straight after their graduation. I see this as proof that a demand exists for the knowledge and skills of our graduates. So it is with pride that I present you with this collection of thesis abstracts. They demonstrate the high level that our graduates have attained and the breadth of the subject matter they have mastered. I would like to thank all those colleagues who contributed to this work with such energy and commitment. I wish our graduates every success with their careers and I trust that they will be just as enterprising in their future roles as they were during their studies. I hope that they continue to learn and create and keep testing the boundaries of the civil engineering industry. Professor B.M. Geerken Dean of the Faculty of Civil Engineering and Geosciences
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What is the graduation book exactly? “Master’s Theses July 2013” contains summaries of the theses produced by various students who obtained a Master of Science degree at the Delft University of Technology. The students in question graduated in “Civil Engineering”. The purpose of this publication is to inform 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 July 2013”, whether they are merely average or truly outstanding.
The book’s layout The summaries of the various theses are published per Master’s programme and specialisation: The Civil Engineering Master’s programme has eight specialisations and one subspecialisation: • • Structural Engineering • • Building Engineering • • Hydraulic Engineering • • COMEM Subdomain Hydraulic Engineering • • Geo Engineering • • Water Management • • Transport & Planning • • Construction Management Engineering All of the summaries have a similar layout. Email the department in question if you require further details about a specific thesis (the email address is given at the end of each summary).
The section containing the new summaries is followed by a comprehensive list of those produced last year. The layout of these summaries reflects that of the previous publications. A Master’s programme spans several different 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 book The 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 details Contact the department in question if you require further details about one or more of the published summaries (the phone number is given at the end of each summary). A small charge is sometimes levied to cover the costs of printing and posting a thesis. It is not always possible for us to send complete theses by post. It is possible to download the complete theses. The theses can be downloaded from: www.citg.tudelft.nl/GraduationSummaries Department of Education & Student Affairs 015-27 81199 / 81765 Department of Marketing & Communication 015-27 84023 Further information: Delft University of Technology Faculty of CEG, Department of Communications PO Box 5048 2600 GA Delft The Netherlands
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1. Civil Engineering theses
Building Engineering
1
Building Engineering
Research to the performance and reliability of fire compartmentation
Fire compartmentation is an important aspect in the design of buildings. Buildings need to be divided into one or more fire compartments, which are intended as the maximum extension area of the fire. Compartmentation systems are designed to prevent fire spread to adjacent compartments. The performance of compartmentation systems depends on many different factors with many uncertainties. Moreover, the implementation of these systems in practice is vulnerable for mistakes and weaknesses. Also it is not clear what is actually achieved by the current legislation and policies for compartmentation in terms of safety of people and protection of property. Little research has been carried out on the performance of compartmentation systems in actual building fires. In the Netherlands, some research was carried out on the performance of compartmentation during a research on high-damage fires in 2001 by Nibra and NCP. It was found that compartmentation was in approximately 35% of the high-damage fires was not sufficient to prevent fire spread to other compartments in the building. Whereas it is often difficult to determine the causes of fire spread to adjacent compartments and to determine the quality of the compartmentation before the fire started, shortcomings are often mentioned as main reasons in case of premature failure of compartmentation systems. Shortcomings are in this case defined as elements in a compartmentation system which are not built in accordance with the applicable legislation and standards, elements which are not correctly used or elements which are not properly maintained. To get insight in the presence of shortcomings in buildings, some inspection reports have been analysed. It turned out that many shortcomings are present in the analysed buildings and that these shortcomings have a strong influence on the performance of fire compartmentation. Especially shortcomings related to doors, ducting and piping are frequently found in buildings. The presence of shortcomings is more or less similar in the analysed buildings; no clear relation can be distinguished with the function of the building (meeting, office, industrial) or the age of the building based on the inspection reports.
Student: Thesis Committee:
Most shortcomings (±70%) in fire compartmentation occur during construction and/or maintenance/modification works in the building. Also a lack of maintenance is an important cause of shortcomings. A lack of awareness among stakeholders about the importance of proper compartmentation is probably the main source of these shortcomings. Although the quality and performance of compartmentation is often worse than intended, fatalities are generally not attributed to bad performance of compartmentation, especially not in office, meeting and industrial buildings. In building fires where fatalities occurred, (insufficient) performance of fire compartmentation was generally not appointed to be decisive. For the prevention of casualties it seems therefore generally not necessary to improve the quality of compartmentation systems in these buildings compared to the modern day standard. If significant improvements in prevention of fire damages by fire compartmentation are envisaged by building-owners and/or insurers, more attention should be paid to good implementation and maintenance.
A.Y. Botma Prof.ir. R. Nijsse; Dr.ir. D.M. Hanea; Ir. S. Pasterkamp; Ir. R.J.M. van Mierlo
For further information, please contact the section of Building Engineering tel. 015 - 27 83990 Email:
[email protected]
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1
Building Engineering
Preliminary structural design and financial feasibility study of a transportable multifunctional stadium. Introduction Large sport events require multiple large scale stadiums. However, often there is insufficient local demand to make use of all the stadiums throughout their lifetime. Hence, more and more high quality large scale stadiums, built for a onetime event, become vacant after the event. This research aims to design the structural configuration of the roof, grandstand and foundation of a demountable and transportable multi-functional A-venue stadium. Furthermore, minimizing the recurring costs and assessing the financial feasibility of this stadium are emphasized in this research. A transportable stadium prevents the situation that an A-venue stadium becomes vacant.
Structural outcome A design philosophy is created based on literature study and common sense to steer the design process. The design philosophy consists of seven criteria. 1. An even load spread will spread the occurring loads over multiple supports. This results in relative low and balanced support reactions. This is realized via radial frames and the connection between the roof structure and grandstand.2. Stability during erection. When direct in- and out of plane stability is created, temporary structures are not necessary during (de-)construction. Hence, recurring costs are reduced. Stability during erection is realized as soon as two frames with stabilizing wind bracings are erected. From that point on, the other frames can be erected without the need for temporary structures. 3. A modular design improves the (de-)construction process due to repetition. Moreover, the segments do not require a specific location which improves the building organization process. Each loadbearing frame in the stadium is identical. Hence, a modular design is realized. 4. With an adaptable design the stadium can respond to different functional demands. Thus, the stadium can be used for multiple purposes increasing the potential revenue sources. The stadium is adaptable due to identical frames throughout the stadium. Frames can be added or removed to adapt to the desired pitch dimensions and capacity. 5. The amount of material should be minimized. It is influenced by the load transferring mechanism. Load
Student: Thesis Committee:
transfer via normal forces, reducing the amount of material, is advantageous. In the design load transfer via normal forces is realized via bracings within the frame. 6. Optimize transportation means to minimize the recurring costs. The span of the horizontal grandstand and roof, and thus their dimensions, is designed to optimize the transportation means. Furthermore, the weight and not the volume restrictions are governing in this research. 7. Minimize assembly and disassembly procedures to minimize recurring costs. This is achieved with a modular structure which consists of hinged connections. Furthermore, the lightweight aluminum grandstand and roof plate minimizes the (dis)assembly procedures efforts.
Financial feasibility A study is performed to answer the following question: If an event organization is aware that the demand for the stadium will vanish after the event, will leasing a transportable stadium become more attractive compared to building a permanent stadium? A business case is performed which answers the following two questions. What are the costs to own and build a permanent stadium for a onetime event with little or none revenues after the event? What is the required lease fee to own and operate a financially feasible transportable stadium which is leased to organizations hosting a large event? Assuming that the transportable stadium aims to break even after 8 venues, has (dis) assembly costs of 18% of the total initial costs and 5% collateral damage after each venue, the required lease fee is €87 million to operate a financially feasible transportable stadium. If an organization of a onetime event abandons the stadium 3 years after the event, it still has to pay a total amount of €401 million for its permanent stadium. Hence, a financially feasible transportable stadium is designed.
M.C.l Klomp Prof.ir. R. Nijsse, Ir. K. Terwel, Ir.drs. J. Verlaan Ir. R. Wiltjer
For further information, please contact the section of Building Engineering tel. 015 - 27 83990 Email:
[email protected]
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1
Building Engineering
Ambergy Industrial A heating control system to save energy
Introduction Industrial buildings, used as warehouses or distribution centres, are characterized by large doors which are opened temporarily or for longer periods. A new technique - called Ambergy - is investigated which prevents unnecessary energy loss through open overhead doors in heated industrial halls. This technique consists of a smart coupling between the heating system and the overhead doors. By temporarily switching off gas-fired heaters near open doors, the heat loss through the door should be minimized.
Problem definition It is expected that the Ambergy system can contribute to energy savings, also when the indoor thermal comfort is taken into account. However, at the start of the research, the amount of energy which can be saved and the effect of the Ambergy system on the thermal comfort, was not known yet. If energy can be saved by using the Ambergy system, and the current thermal comfort level can be retained, many industrial buildings can benefit from this.
To make the system as optimal as possible and accepted by the employees, also the effect on the indoor thermal comfort is taken into account. A comparison between the current thermal comfort level and the expected thermal comfort level, when applying Ambergy, is performed by calculating the required insulation value of the clothing of the employees (IREQ-value). As part of this thesis, also requirements for pilot projects at business facilities of DHL and Alphatron in ’s Hertogenbosch and Rotterdam respectively - are defined and these pilot projects were carried out during this thesis.
Results, Conclusions and recommendations Due to the confidential nature of this research and the embargo set by the TU Delft and BreedofBuilds B.V., no information can publicly be given regarding the results, conclusions and recommendations done in this research until August 2017.
Research This thesis aimed to get an insight in the energy saving effects of the Ambergy system and to determine its potential - technical - feasibility. To fulfil this aim, a literature study is performed to predict important physical aspects affecting the heat balance, to gain insight in air transport phenomena and to derive criteria to compare thermal comfort levels. By using the software packages Matlab and Simulink, these physical aspects and air flow phenomena are implemented in a thermal building-dynamics simulation. This simulation predicts effect of the Ambergy system on the air temperature across the hall and the fuel savings for different circumstances during a whole winter season. Assumptions made in the thermal building-dynamics simulation - regarding the air flow direction - are verified with a computational fluid dynamics (CFD) model. Furthermore, measurements are performed in one representative industrial hall (Alphatron, Rotterdam), to gain input data for both models and to validate the outcome.
Student: Thesis Committee:
V.L.C. Muris Prof.ir. R. Nijsse, Ir. R. van Drimmelen, Ir. H.R. Schipper, Dr. R.M.J. Bokel
For further information, please contact the section of Building Engineering tel. 015 - 27 83990 Email:
[email protected]
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1
Building Engineering
Hotels for Vacant Offices
Introduction The current building stock for offices is very large, and is too large for the demand out of the market. Currently there is a total vacancy of 14.1% in the Netherlands, which is equal to 6.795.000 m 2 of office space. In Amsterdam there is a total of 700.000 m 2 which is structurally vacant and is considered hopeless in terms of fulfilling its function. In order to maintain their European and Worldwide tourism position and fulfilling their wish for an “Amsterdam Topstad” Amsterdam needs around 7500 new hotel rooms until the year 2015.
Problem definition Bringing the vacant office supply together with the demand for hotels is the scope of the thesis. Transformation of current vacant office buildings in Amsterdam to hotels could be a solution to a number of vacant office buildings. Setbacks of transformation projects are the technical and financial feasibility. Technical feasibility includes the state and dimensions of the current structure. The financial feasibility includes the difference in building value between developer and owner and the financial insecurity of transformation projects.
building site. These elements are: 2. Transformation Performance Coefficient: A calculation tool consisting of 69 characteristics in building, location and hotel subjects which will make buildings comparable to each other on the basis of feasibility of transformation to a hotel function.
Results 1. Through the design of the prefabricated modular rooms and the application of a case study the following results can be extracted: a. The design reduces the risks by taking away actions on the building site. b. The modular rooms reduce the risk that the current load bearing capacity will become a problem due to the low weight of the elements. c. Due to the fixed price of the modular elements the financial insecurity is decreased. 2. The most important result of the Transformation Performance Coefficient developed in the thesis and applied to four case studies in Amsterdam is that the calculation tool does what is intended, creating a coefficient between 0 and 1 on the basis of characteristics, making building comparable on their feasibility to transform to a hotel.
Conclusions and recommendations
Research My research focused on bringing the vacant office supply and the hotel demand together with the use of two solutions which are assumed to lower the existing setbacks: 1. Prefabricated modular rooms: Timber frame elements with fixed sizes which are made away from the
Student: Thesis Committee:
In order to create hotels in vacant offices the two solutions lower the current setbacks and make transformation projects more appealing. The modular room solution is a valuable addition to the current methods, but needs more research in finances and further working out in the form of a scale model. The Transformation Performance Coefficient creates the possibility to compare the current building market on their transformability to hotels, but needs more research in making certain characteristics more important than others and weighing characteristics differently when other characteristics are met (crosslinks).
N. Divendal Prof.ir. R. Nijsse, Ing. P. de Jong, Ir. S. Pasterkamp, Ir. H.R. Schipper
For further information, please contact the section of Building Engineering tel. 015 - 27 83990 Email:
[email protected]
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2. Civil Engineering theses
Structural Engineering
2
Structural Engineering
Modelling the Interaction between Structure and Soil for Shallow Foundations A Computational Modelling Approach Designing and modelling foundation structures crosses two engineering disciplines, the structural engineer who designs the structure and the geotechnical engineer who determines the bearing capacity of the soil. When modelling large shallow foundations, it is not always clear how to determine the stiffness of the soil and how it should be used in structural software programs. In general, the stiffness is determined by the geotechnical engineer and the determined value is used by the structural engineer. To determine the stiffness, it is important to know the intended use. For use of the stiffness, it is also necessary to know what restrictions/assumptions are applicable. Besides uncertainties when determining the soil stiffness, other methods to model the interaction between structure and soil are also not straightforward. The goal of this thesis is to develop a consistent way of modelling large concrete slab foundations and optimize the interaction between structural and geotechnical engineers. The model should take into account the interaction between structure and soil and should be able to yield correct, fast (computational and modelling time) and useable results for the designer.
Three simple foundation models with constant parameters have been analysed: A Winkler foundation, a Pasternak foundation and a Gradient foundation. The models were analysed analytically. In this study it is found that the results of the Pasternak foundation model represent reality more consistently. This model only needs three input parameters and takes the spreading of the loads in the soil into account. This is done through the shear modulus of the shear layer (Gp value), which is difficult to determine. What can be concluded from the computational study is that, if the displacement is important, the Secant Method (SM) will calculate/provide values which are significantly smaller, compared to the Terzaghi and PLAXIS results, and another method must be used to verify the displacement. If the moment is important, the SM values can be used. The interaction between the structural and geotechnical engineer can be guided by a checklist. This list summarises the important aspects which need to be discussed to come to a quick and an appropriate model for a final design. This is an initial step towards improving and optimizing the work approach. What both engineers should keep in mind is that a Winkler model with nonuniform coefficients appears most suitable for most slab foundations.
The conclusions of this thesis can be split up into three parts. The first is related to the analytical analyses of different foundation models that were investigated, the second is related to the computational analyses and the third is related to the communication between structural and geotechnical engineer.
Student: Thesis Committee:
B.J.S. Breeveld Prof.dr.ir. J.G. Rots, Dr.ir. P.C.J. Hoogenboom, Ing. H.J. Everts, Ir. J. Oudhof, Ing. F. van der Woerdt (MBA), Ir. L.J.M. Houben
For further information, please contact the section of Structural Engineering tel. 015-2784578 Email:
[email protected]
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2
Structural Engineering
Dynamic Analysis of an open piled jetty subjected to wave loading
At different locations in the Caribbean cruise jetties have been damaged during hurricanes. The specific cause of the damage is not known. In this research the role of the dynamic behaviour of a jetty is investigated. This research has the goal to elaborate circumstances under which the dynamic behaviour of the open piled jetty on Sint Maarten significantly enlarges the amplitude of vibration, when being subjected to wave loading. A secondary goal is to elaborate design components that have a negative influence on the dynamic behaviour and wave loading of an open piled jetty structure. This is investigated by simulating the water surface and corresponding wave loading in the time domain and computing the dynamic response for the first jetty of Sint Maarten for different wave climates. The random sea is simulated from a wave spectrum. From this the pressure on the jetty deck and piles is computed. Wave loading is included in three directions in this research. The largest wave loads on the jetty occur when a wave hits the bottom of the jetty deck, causing a large vertical peak pressure. Many theories exist about this wave-in-deck loading/slamming. These researches mainly focus on the magnitude of the maximum load. For the dynamic analysis a formulation depending on time and location is required. A new wave-in-deck loading formulation is therefore derived in this research. The formulation depends on physical model tests and the water particle velocities. The physical scale model tests were performed for the situation of Sint Maarten some years ago.
Student: Thesis Committee:
The dynamic analysis is performed by modal analysis, making use of a finite element package. The model includes 3 degrees of freedom, and linear elastic behaviour is assumed. Computations are performed in the time domain, without non-linear interaction between the travelling waves and jetty structure. The response of the structure to the wave loading is analysed by looking at the variance spectrum of the displacement, dynamic amplification and displacement signal. From the results it can be concluded that the dynamic behaviour of the jetty of Sint Maarten significantly enlarges the amplitude of vibration in horizontal direction for the investigated wave spectra. In vertical direction the maximum displacement decreases due to the dynamic behaviour. It is not possible to draw conclusions about wave spectra which are not considered in this research, because the dynamic reaction also depends on the shape (location) and frequency of the load. The largest wave spectrum investigated in this research causing a dynamic enlargement of the amplitude of vibration in horizontal direction has a significant wave height of 5.0 m. This indicates that wave spectra including high waves can cause a significant dynamic enlargement of the amplitude of vibration in horizontal direction. For further research verification of the dynamic behaviour of an open piled jetty and improvement of the wave-in-deck pressure varying in place and time is recommended.
V.A.G. Bron Prof.ir. A.C.W.M. Vrouwenvelder, Dr.ir. J. van der Tempel, Prof.dr. A. Metrikine, Ing. H.A.J. van den Elsen (Lievense), Ir. L.J.M. Houben
For further information, please contact the section of Structural Engineering tel. 015-2784578 Email:
[email protected]
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2
Structural Engineering
Study and Comparison of Shell Design Codes For Adaptation to Design Geometrically Complex Steel Shell Structures Introduction
Conclusions
One of the major problems with constructing such structures is that there are few guidelines for the design of geometrically complex shell structures or for structures with curved steel panels in the field of civil engineering. The purpose of this thesis is to explore another disciplines of design, maritime engineering, and to see if the codes or design guidelines from this field could be adapted to be used for civil engineering structures.
Objective • • The objective of this Master’s thesis is to investigate and compare the Eurocode and the American Bureau of Shipping methods of analytically determining the buckling resistance of steel shell cylindrical structures. • • Following this a comparison of the numerical methods of determining buckling resistance of shell structures is to be made with particular focus on the two numerical Eurocode methods specified in EN 1993-1-6: Strength and stability of shell structures. • • Upon comparison, to make recommendations as to how these methods may be adapted or adopted to approach the design of more geometrically complex steel structures.
Research The Eurocode and American Bureau of Shipping code analytical methods of determining the buckling resistance of 6 axially loaded steel shell cylinders was studied. The Eurocode MNA/LBA (Materially Non-Linear/ Linear Buckling Analysis) and GMNIA (Geometrically and Materially Non-linear analyses with included imperfections) numerical methods were also studied using finite element analysis and compared against the results of the analytical methods. Following these comparisons the intention was to give an overview of the different methods and their applicability.
Student: Thesis Committee:
The MNA/LBA numerical method currently allows the determination of the buckling resistance of simple structures under load conditions not covered by the classical theory. The MNA/LBA method shows potential for greater usage in more geometrically complex analyses provided that the required buckling parameters for its use are pre-determined. If these parameters are available the MNA/LBA method would be a less time consuming design method than the more rigorous GMNIA method. The GMNIA method is the most complex analysis and as it is purely computational the importance of correctly modelling the structure and its imperfections is paramount in the determination of a realistic buckling resistance. The pitfalls of these requirements is that the correct imperfection type is difficult and time consuming to determine and the introduction of these imperfections has implications on further modelling of the structure. However, the GMNIA method is adaptable to unique cases without precedent and there is potential for research based on its usage as opposed to through physical experimentation. The introduction of different imperfection types can have a significant effect on the numerically determined GMNIA buckling resistance of a steel shell structure. For instance, the buckling resistance of cylinder 6.1 with a second eigenmode pre-buckled shape was 56% lower than when the pre-buckled shape used was the first eigenmode with the same maximum imperfection amplitude. So, in circumstances where there is sufficient experimental data to perform an analytical determination of the buckling resistance, such as simple geometry under simple loading, complex GMNIA analyses are unnecessary and may in fact result in un-conservative buckling resistances if the incorrect imperfection type is modelled.
E.P. Dunphy Prof.dr.ir. J.G. Rots, Dr.ir. J.L. Coenders, Dr.ir. P.C.J. Hoogenboom, Ir. A. Borgart
For further information, please contact the section of Structural Engineering tel. 015-2784578 Email:
[email protected]
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2
Structural Engineering
Assessment of structural types for bridging the Sognefjord
The strive for improved road connections in Norway has led to the formulation of a research project called the E39 highway project, initiated by Statens Vegvesen. This research project is aiming at investigating the possibility, and the benefits for society, if the existing ferry crossings on the aforementioned highway can be replaced with fixed links. Ferries in general are slow, the time reduction if these are replaced with fixed link crossings, such as bridges or tunnels, would be substantial. The E39 crosses several wide and deep fjords, the widest being the Sognefjord with a width of 3700 m. Crossing such a fjord will require research and development of new ideas. This thesis aims to provide a minor contribution to this research project and its aim of crossing such fjords in the future. This thesis has focused on the possibility of applying floating bridges for the fjord crossings, with emphasis on the horizontal structural system, which is needed to prevent excessive movements in sway. Two ideas to realize the crossing, each with a different system (arch / catenary mooring) have been developed into conceptual designs and evaluated according to a set of defined criteria. The catenary moored plan layout is shown in the figure. The result of the evaluation is an indication of which of the two studied concepts is more suitable. During the study the key assumptions for comparison of the concepts have not been changed, however the possibilities for improvement and the key design issues which became apparent have been noted. These are presented together with the result of the evaluation as they hold significant value for the on-going work of this research project. After which one of the key issues is studied further. From this study it was found that of the two reviewed systems the arch stabilized concept scores better on important criteria such as complexity and uncertainty of the design idea and constructability. Based on the evaluation it was found that the arch concept is more suitable for stabilizing a floating bridge concept. During the evaluation procedure key issues and improvements for both concepts were identified. A selection is set out below.
Student: Thesis Committee:
The key issues applicable to both concepts were found to be the vertical layout (height above water leads to large deflections), foundations, and complexity of installation procedures. A key issue specific for the catenary concept was the indication that a natural frequency was close to the central frequency of swell waves, indicating possible resonance. The main possibilities for specific improvements were found to be, for the arch concept, the use of a variable cross section. For the catenary concept a change in the layout of the catenary mooring tubes and a design based on accelerations may result in a more optimal solution. In the final chapter some possibilities for modelling the catenary concept (as shown in the figure) dynamically are addressed. The aim of this investigation was to find a linear model which could be used to provide an indication of the natural frequencies and to indicate characteristics of the concept. An analytical model was derived based on linear beams on elastic foundation.
M.W.J. Gerritsen Prof.ir. F.S.K. Bijlaard, Prof.dr. A.V. Metrikine, Ir. M. Segeren, M. Darlow (MEng, CEng),Ir. D. Tjepkema
For further information, please contact the section of Structural Engineering tel. 015-2784578 Email:
[email protected]
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2
Structural Engineering
Geometrically nonlinear behaviour of arches in 2D
The Nijmegen City Bridge is a landmark for the city and architectural ambitions are leading in the design. A steel mono-arch bow string is applied for the main span, combined with a series of smaller concrete arches that shape the approach bridge. The 500 mm thick reinforced concrete arches span 42.5 m with a rise of 5.75 m. This slender structure raised questions on the geometrically nonlinear structural behaviour of arches. The research was initiated by and conducted at BAM Infraconsult bv.
When comparing both equations, the geometrically nonlinear term loads the structure internally. This internal load can be visualised, by the factored bending moment distribution, analogous to Mohr’s theorem, as . Analysis of the arch models, including single arches and successions of arches combined with several support conditions, multiple loading patterns and a variation of dimensions showed a lower bending moment magnification in geometrical nonlinear behaviour, then to be expected by the engineering formula for columns. For arches, the internal second order load results in a magnification of bending moments and normal forces. Furthermore, imperfections should be accounted for in geometrically nonlinear analysis, which will result in higher bending moments. Especially for successions of arches, it is recommendable to include imperfections in geometry and to run the geometrically nonlinear analysis, based on the imperfect shape.
The investigation focussed on the second order magnification of internal forces in arches and the applicability of the engineering formula , which is good practice in column design. The differential equation for a single arch provided insight into the second order theory. The linear structural behaviour is described by . The geometrical nonlinearity influences the arch axis coordinate and will increase the horizontal thrust. The differential equation then reads
Student: Thesis Committee:
R.C.P. Onstein Prof.dr.ir. J.G. Rots, Dr.ir. C. van der Veen, Dr.ir. P.C.J. Hoogenboom, Dr.ir. M.A.N. Hendriks, T. Wolvekamp MSc, Ir. L.J.M. Houben
For further information, please contact the section of Structural Engineering tel. 015-2784578 Email:
[email protected]
22 | Master’s Theses July 2013
2
Structural Engineering
Design and construction of a railway arch bridge with a network hanger arrangement
The subject of this thesis originates from a variant study to determine the optimal hanger arrangement for a railway arch bridge with a span of 255 m. Based on strength and stiffness, a network hanger arrangement would require the least amount of structural steel. Despite these material savings, the network hanger arrangement was rejected because of uncertainties about some design aspects. Instead a diagonal hanger arrangement was chosen. The following design aspects were considered as risks due to uncertainties: • • Assembly of the hangers • • Influence and occurrence of compressive forces in the hangers • • Fatigue performance of the hangers • • Susceptibility to vibration effects, especially vortex induced vibrations
Student: Thesis Committee:
In this thesis, the railway bridge with a network hanger arrangement is developed further into a more detailed design. By performing an extensive literature study, a competitive design of a network arch bridge is made. This competitive design is then used to evaluate the abovementioned uncertain design aspects and to determine the total amount of structural steel required. It was concluded that for the railway arch bridge considered in the variant study, a network hanger arrangement would have been more advantageous. The abovementioned design aspects can be dealt with by smart design, an accurate construction sequence and some additional measures. If a network hanger arrangement was applied, the total amount of structural steel could have been reduced by 13% when compared to an arch bridge with a diagonal hanger arrangement.
T.J.M. Smit Prof.ir. F.S.K. Bijlaard, Dr. M.H. Kolstein, Dr.ir. P.C.J. Hoogenboom, Ir. W.P.J. Langedijk, Ir. L.J.M. Houben
For further information, please contact the section of Structural Engineering tel. 015-2784578 Email:
[email protected]
23 | Master’s Theses July 2013
2
Structural Engineering
Conceptual development of the logistics for the construction of Gravity Based Foundations
The motive for researching this topic lies in the fact that the Member States of the EU-25 have committed themselves to reach a 20 percent of sustainable energy in 2020. In a few Member States, including the Netherlands, the increase of large scale wind energy projects will take place. These will mainly be built on offshore locations because the land is increasingly occupied and the resistance against visual ‘pollution’ is growing day by day. Since there is more wind available at sea, it can be mentioned that the locations at sea get the priority. The Dutch government’s target is to create 6000 MW in 2020 and to reduce the emissions of greenhouse gasses by 30 percent in 2030. The Member States of the EU-25 want to obtain a power capacity of 40 GW wind energy in 2020. In order to achieve this goal, one has to construct lots of offshore wind farms. BAM in cooperation with other companies wants to participate in these projects. At the moment, BAM is developing a concept together with its partners to be ready for the tenders expected in the near future. As a part of the development, some tender designs have been made for specific offshore wind farms. However, the large scale has not yet been fully exploited in the design and construction methods. Due to time pressure, during tender preparation, to make a systematic preparation (using comparisons) for all aspects (fabrication, transportation and installation) which were involved in the realisation of the foundations. For this thesis research, a concept has been developed in which 100 GBFs per year will be realised. Incidentally this is still not been realised in the North Sea. The number of foundations which was executed or tendered were no more than 40. This concept, for the construction and logistics for 100 GBFs, is needed for BAM N.V. in order to be ready for the following tenders. This has resulted in the following research question:Is it possible to develop a concept for the logistics and the construction of 100 GBFs within a period of one year? In order to answer the above mentioned research question, the thesis has been divided into three parts. For the literature study, the different aspects (fabrication, transportation and installation) involved in realising the GBF have been investigated. Subsequently, several reference
Student: Thesis Committee:
projects for the oil and wind industry have been looked at. For the analysis, a qualitative and a quantitative analysis of the different aspects have been performed. Beside this, the analysis has been carried out for three scenarios in which the foundations are varied in number and time of construction.For the elaboration of the case study, it was decided to elaborate one scenario. In addition to this, the case study was performed for the largest cost aspect. And besides this, the fabrication process was divided into sub-processes and was then worked out. By doing so, the concept development for the execution of 100 GBFs per year is created which ensures the realisation of it. Based on the result of the case study and according to the recommendation of the analysis, the conclusion is that the management must invest in an assembly yard. With the elaboration of the case study, the validation has been made that it is ensured to realise 100 GBFs within one year. Next to the investment for the construction site, a recommendation is made regarding the purchase of the Heavy Lift Vessel; this was the case for multiple projects. But with the elaboration of the case study, it became clear that this wasn’t affordable despite the depreciation over the multiple projects. Therefore the transportation and installation method by using tugs was chosen. For this thesis, the conclusion is that the Trade Off Matrices can serve as guidelines for a quick assessment of promising construction methods during a tender process. Besides the dependency of the interaction between the different aspects, the cooperating companies were also a dependent factor. However, one should choose the method of construction which is in favour of the production speed and for this scenario, it was proven that this is the prefabrication method. In order to construct 100 GBFs per year, parallel working flows should be considered for the three aspects, i.e. with one working flow it will not be a feasible case. The reason for this is due to execution reasons, for example the workability offshore. In fact, when the amount of GBFs increase then the depreciation (the cost of the equipment and the cost of the assembly production line) overall will be higher.
S. Yazici Prof.ir. A.Q.C. van der Horst, Dr.ir. C.B.M. Blom, Ir. A. van der Toorn,Ir. N.Q. Nguyen, Ir. L.J.M. Houben
For further information, please contact the section of Structural Engineering tel. 015-2784578 Email:
[email protected]
24 | Master’s Theses July 2013
3. Civil Engineering theses
Hydraulic Engineering
3
Hydraulic Engineering
Data poor environments Uncertainty propagation in hydrodynamic modelling
The objective of this study is to propose a method that is able to deal with data poor environments within coastal studies. Numerical models are useful tools to get insight in the coastal processes of the system being modelled. Inaccurate or poor input data leads to inaccurate or even incorrect model results. By stochastic modelling insight is obtained in the uncertainty propagation through the model and will, in contrast to deterministic modelling, provide output distributions. A coastline suffers from structural erosion and consists of a rocky reef lying oblique in front of the coastline, which causes complex rip current patterns. Accurate information about the reef geometry and sufficient calibration and validation data is missing, which means we are dealing with a data poor environment. It became clear that the Monte Carlo method is the most appropriate method for this study. The Monte Carlo method is very robust, is relatively easy to implement and is based on random sampling. To generate a random sample the uncertainties of the used input and model parameters need to be quantified in probability distributions. The uncertainties are quantified by describing the total wave and wind climate in six separate probability distributions while taking correlation between the wave and wind variables into account. The uncertainty related to the reef geometry is taken into account by using the unknown reef elevation as stochastic variable. Roughness height is the only model parameter that is used stochastically. This is a commonly used calibration parameter and therefore partly obviates the missing calibration and validation data. As for the reef elevation appropriate and substantiated parameters are chosen. The obtained output distributions show that it is possible to provide an indication of the expected results. The reliability is, as expected, lower for the sediment fluxes than for the hydrodynamics. By examining scatter plots and correlation coefficients insight in the relationships and relative variable importance is obtained. The reef causes complexity and leads to different variable importance for (spatially) different output variables. Surprisingly, the results show that for the total sediment
Student: Thesis Committee:
balance of the system the wind speed and wave period are the most important variables of the system. A regression analysis is used to quantify the relative importance of the used variables. It gives insight in the direct effect of the variable on the model output. Correlation between input variables makes it more complex but regression analysis is able to determine the direct and indirect effect of correlated variables on the model output. The proposed method gives rise to many applications and opportunities. It has shown an indication of the expected results can be given including an estimation of the reliability of the results. The corresponding probabilities can be used for risk analyses. The system is better understood and insight in complex coastal processes is obtained. Uncertainty analyses are able to provide the variable importance of the system being modelled, which for this study show unexpected results. Knowledge about the variable importance is valuable for coastal engineers and decision makers as it enables to focus on the most important model aspects and variables. By imposing stochastic model parameters the need for calibration can be determined. Furthermore a conceptual method has shown that it is possible to determine the (financial) value of obtaining more (accurate) data. This can lead to economic efficiency in coastal engineering practice, as it determines the necessity of data collection and calibration. Given the applicability of the proposed method it is recommended that uncertainty analyses like this become a more common approach within coastal studies, regardless of dealing with a data poor environment.
B.T. van der Spek Prof.dr.ir. M.J.F Stive, Ir. I.L.L. Das, Ir. L. de Wit, Dr. R.W.M.R.J. Ranasinghe, Dr.ir. P.H.A.J.M. van Gelder
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
[email protected]
26 | Master’s Theses July 2013
3
Hydraulic Engineering
Salt intrusion prevention in locks; Designing a movable sill IN the Krammer locks
Salt intrusion
Validation
Salt intrusion is undesired because it has negative effects for drinking water and agricultural water intakes. At the Krammer locks (Zeeland, the Netherlands) a complex system is integrated in the design of the lock which prevents salt intrusion very accurate. This effective reduction of salt intrusion is regrettably accompanied with high energy consumption, high operational costs and high maintenance costs. Because of the high costs to maintain the current system, retaining is not expected to be the best option. Other options have been elaborated, which resulted in the execution of a pilot project in the smallest lock of the complex – the recreational lock. The pilot has as main objective to get insight in possibilities for a design in the much larger commercial locks.
Scope The objective of this study is to present a feasible design for a salt intrusion prevention system in the commercial locks. The design should be comparably effective as the current system, while having lower energy consumption, lower construction costs, lower maintenance costs, lower operational costs and a higher lock capacity. An analysis showed that this is possible by including a movable sill in the structure.
The design is first compared to the current situation. In this comparison it becomes clear that salt intrusion prevention of the current system can be matched closely. The reduction of fresh water loss by the system improves considerably and the capacity of the lock increases by a third. A comparison of the design with the design of the pilot is quantified as being approximately more effective, consuming less energy and being cheaper than a configuration with air bubble- and water screens only. The expected improvements of the design in this study show that it is an interesting design. The quantifications are obtained by calculations based on various assumptions. Before the design can be realised, there are quite a few important recommendations which need to be elaborated. The assumptions in the used calculation methods need attention especially.
Future Apart from a realisation in the Krammer locks, the design has a broader potential; the benefits hold for all locks with salt intrusion countermeasures installed. It’s especially interesting in deep locks or locks with an increasing average water level. In that case the effectiveness may increase even more.
Design The reduction in height of the air bubble- and water screen in the new design is accompanied by the presence of an impermeable sill. This increases the overall efficiency of the configuration, since exchange of salt and fresh water is decreased more effective. The figure shows the design in the commercial lock chamber. The air bubble- and water screens are integrated in the movable sill. In operation, the sill moves vertically up and down once every tidal cycle of hours. It allows ships to sail over it, while being positioned as high as possible. Above the top level of the sill, integrated air bubble- and water screens reduce the negative effects. In this way, the optimum reduction of water exchange is obtained.
Student: Thesis Committee:
B. van Tongeren Prof.dr.ir. S.N. Jonkman, Ir. A.J. van de Kerk, Ir. W.F. Molenaar, Prof.dr.ir. W.S.J. Uijttewaal
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
[email protected]
27 | Master’s Theses July 2013
3
Hydraulic Engineering
Analysing the coastline along East Coast Park, Singapore
Introduction The Republic of Singapore has increased in total surface area by more than 20% since the 1960s due to intensive land reclamations, to create more accommodation space for the increasing population. Along the southeast coast of Singapore land was reclaimed for recreational purposes, resulting in a 15 km long coastal park called East Coast Park. East Coast Park is characterised by a range of sandy beaches, which have been formed after to the implementation of anthropogenic structures. These structures were meant to stabilise the newly reclaimed land. In time, however, coastline retreat due to erosion and in some cases also flooding of the coastal area occurred. This study focuses on the underlying coastal processes causing these phenomena.
Approach In this study the (relative) influence of coastal processes has mainly been addressed (semi-)quantitatively. In order to do so two scales were analysed: a cell system scale and the ECP system scale. Different processes contribute to changes in the coastal morphology, induced by different driving forces, namely waves, tide, monsoon-induced wave variability and relative sea level rise.
Results The analysis of the small-scale system of coastal cells showed that the influence of waves is mainly felt in the cross-shore direction rather than the longshore direction. Waves contain too little energy to induce large transports, except along the waterline, where it varies in time depending on the wave direction. In cross-shore direction sediment is lost due to wave action on the beach berm and beach profile, leading to the formation of scarps along the beach planform. These results have been obtained using the numerical modelling tools Unibest-TC and Unibest-LT, satellite imagery, bathymetrical charts and photographs. For the influence of the tide on the coastal morphology use has been made of a nested Delft3D model, from which resulted that the influence of the tide is negligible in the nearshore
Student: Thesis Committee:
region, since tidal currents pick up (fine) sediments only at a distance of about 200 m offshore. Looking at the large-scale system of East Coast Park, we mainly addressed the influence of relative sea level rise on the southeast coast of Singapore. Relative sea level rise consists of both local sea level rise and land subsidence. Land subsidence, however, is found to be of the same order of magnitude as eustatic sea level rise at the present day, resulting in a local relative sea level rise twice as large as the eustatic sea level rise. This has been observed through subsidence of both the land and anthropogenic structures along East Coast Park over the past decades. The effect of land subsidence decreases asymptotically in time, but due to the fact that East Coast Park is relatively young the effect is assumed to be still significant for the upcoming years to decades.
Conclusions Relating the small- and the large-scale systems, it can be concluded that the influence of relative sea level rise affects the entire coast, including the small-scale coastal cells, although on relatively large time scales. On shorter time scales waves mainly lead to distribution of sediment along the coastal profile, with the effect of the monsoons being the dominant contributor. During the more energetic northeast (N.E.) monsoon sediment is distributed over larger distances along the profile, flattening the profile, whereas during the calmer southwest (S.W.) monsoon a steepening of the profile occurs. Angles of wave incidence also change throughout the year, both in between as within the monsoon periods, leading to a (re-)distribution of sediment along the beach profile.
D. Martens Prof.dr.ir. M.J.F. Stive, Dr. M.C.J.L. Jeuken, Dr.ir. J.S.M. van Thiel-de Vries, Dr.ir. G.J. de Boer, Dr. S.K. Ooi, Dr. D.K. Rajue
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
[email protected]
28 | Master’s Theses July 2013
3
Hydraulic Engineering
Berthing loads in structural design Validation of partial factors
Marine facilities used for receiving vessels, vessels loading and unloading oil, gas and other petrochemical products, include fixed structures such as berths, dolphins, piles and filled approach structures. Structural design of these marine facilities is not implicitly covered in EN1990 (European Norm), and the types of loads and load combinations that are to be considered are different from those for buildings and bridges, since they concern operational loadings from vessels berthing and mooring, and also loads from vessels moored acting indirectly through mooring lines and fenders. The overall objective is to find and recommend action and combination factors for the safe and cost-effective structural design of marine facilities using the deterministic limit-state design methodology of EN1990. The conclusions of this research are the following: It has been concluded before that the berthing conditions show no clear relation with the velocity; therefore it may be assumed that the human element has a large impact on the berthing velocity. In this study, the characteristic berthing velocity for both tankers and LNG-carriers in one graph is presented. This velocity results in the required characteristic berthing energy, applying the kinetic energy approach. The PIANC workgroup and BS6349 are doing research on velocity distribution (design velocity). The results will be implemented in this further research. Based on a level III reliability calculation method (Monte Carlo) the value of the partial factors for fender design is calculated in the present study. The LNG-carriers are a new category in the table of partial factors with a value of 1.2. The partial factor for tankers and bulk carriers of 1.25 is increased to 1.3. The partial factor for container vessels remains the same because only two cases regarding this type of vessel are studied in this research. This is considered insufficient to adjust the partial factor. Generally the abnormal berthing energy (according to BS6349) exceeds the design berthing load (MC). This means that fenders are generally over-designed. The fenders on LNG jetties seem to
Student: Thesis Committee:
have an over-capacity which is larger than on the other jetties. The partial factor for structural design has been developed in the past pragmatically on the basis of load factors commonly used with previous codes. This design calculation method for determination of the design load is based on the level I reliability calculation method, but without any justification of the partial factor applied based on measurements. It was concluded that the way the forces are currently being calculated for fenders with non-linear spring stiffness, the partial factor method is not very reliable (but safe). It is recommended that one partial factor is applied to the characteristic berthing force only. The value of this partial factor is based on the same target reliability chosen in the fender design calculations. Examples of jetty structural design calculations according the adjusted design method (based on this study) show a reduction of the design berthing force of about 60%, which has significant influence on the costs of the structure. For real integration between the EN1990 and the BS6349, the terms normal and abnormal berthing energy should not be used anymore. Characteristic berthing energy and design berthing energy are suggested as the terms to be used. For the reaction force, the terms characteristic berthing force and design berthing force are recommended. These terms should not only be implemented in the BS6349, but also in the PIANC design guideline.
G. Versteegt Prof.ir. T. Vellinga, Dr.ir. P.H.A.J.M. van Gelder, Prof.ir. A.C.W.M. Vrouwenvelder, Ir. David Veale, Ir. Arjan Maijenburg
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
[email protected]
29 | Master’s Theses July 2013
3
Hydraulic Engineering
Coastline modeling with UNIBEST: Areas close to structures
In the world of coastline modeling there are several ways to predict coastline development. One of those is with the use of single line modeling software. This kind of modeling is rather basic, straight forward and fast, but it lacks some detail of different processes taking place. Processes that can have significant impact on the coastline development. This study aims at providing insight in approaches that can be used to model coastline development near structures. The focus of this study will lay on the use of UNIBEST-CL, a single line coastline modeling package, developed by Deltares. Creating a coastline model in UNIBEST-CL is rather user friendly, but if structures are present some extra work needs to be done to get reasonable output from the model. The standard approach of modeling structures in UNIBEST needs extra calculations of local wave climates in the shadow zone of structures. This can be done by hand, using formulations of Kamphuis and it can also be done by using a second modeling package called SWAN. Both these methods result in a more labour intensive calculation. Therefore, a third approach is developed. An automated module is integrated in the package of UNIBEST-CL. This approach uses the same Kamphuis formulations mentioned earlier. The main difference is that it calculates the local wave climates at every crossshore ray of the UNIBEST model. Within an average model this will generate more local wave climates compared to the manual approach, resulting in more input information. To compare these three different approaches two kinds of models are created. First a theoretical study is carried out. Secondly, the results of the theoretical study are used to be verified in a field case situation. The theoretical study is based on two questions: • • How does the Automated Kamphuis approach perform compared to Manual Kamphuis calculations and SWAN calculations? • • Which modeling approach is suitable for what kind of conditions? To investigate these questions, a simple, straight coastline is created with three shore normal groynes. This configuration is tested with several changeable param-
Student: Thesis Committee:
eters, like different bottom profiles, wave conditions (height, period and direction) and cross shore locations of the local wave climates. After the calculations, the results are assessed by using a classification of the width of the transport zone divided by the length of the groynes. Using this classification, the results of all the runs are compared by looking at the resulting transport magnitude and the coastline shape. This leads to a final table that can be used as a recommendation on which approach to use in what kind of situation. The results of the theoretical study are used in a second calculation, to hindcast the coastline changes in a field application case at the beaches of Sitges, Spain. During the field case testing not all variants of the three approaches are used. Only one SWAN approach (50% groyne length) and the Automated Kamphuis are compared. While running this coastline model multiple adjustment of the Automated module were needed. Some programming code in the software needed to be adjusted during the calculations. Finally, the field case resulted in satisfactory results for both approaches. Some conclusions that can be drawn from both the theoretical and the field case study are: • • The automated approach functions well compared to the manual approach with local climates at the shoreline. (The module in UNIBEST-CL works properly) • • Using a classification ratio of width of transport zone divided by the length of the groyne one of the approaches can be chosen that will give the most optimal result in the specific situation. • • If the ratio is very small (e.g. a small width off transport compared to the groyne length) the best approach will be the SWAN approach, because the most processes are taken into account in this situation. • • With a larger ratio, Kamphuis, and therefore the Automated approach, will give better results, because it takes the effect of the structure into account, better than the SWAN approach. • • The result of the field case shows that the Automated approach also works well in real situations, compared to the outcome of the SWAN approach.
L.S. van der Salm Prof.dr.ir. M.J.F. Stive, Dr.ir. M. Zijlema, Ir. A.P. Luijendijk, Ir. B.J.A. Huisman, Ir. K.G. Nipius
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
[email protected]
30 | Master’s Theses July 2013
3
Hydraulic Engineering
Assessment of the Costs of Business Interruption caused by Large-scale Floods
Introduction In the Netherlands one of the most important methods to determine the level of flood protection is a cost-benefit analysis. In this analysis the costs (investment and maintenance costs of dikes) are balanced with the benefits (a reduction of flood risk). Risk is defined as the product of probability and consequence. This approach requires a good estimate of the consequences of floods. A large contributor to the total costs of a flood are the losses due to business interruption. This is defined as forgone value added that is not created due to the fact that firms have to stop production. The causes of the production stop considered in this thesis are material damage to the production facilities of the considered firms and both forward and backward effects in the supply chain. The latter effects include the interruption of firms which are not flooded themselves, unlike their suppliers or buyers.
Methodology In the Netherlands the software package HIS-SSM (Hoogwater Informatie Systeem – Schade en Slachtoffer Module) is used to determine the consequences of possible floods. This model uses a damage function approach to determine the losses due to business interruption, in which the duration of the business interruption depends on the water depth only. As a result of this assumption, the losses due to business interruption expressed as a share of the material damage range between 1.5 and 5%, independent of the scale of the flood according to HIS-SSM. An analysis of actual floods shows that these figures are between 30% and 125% for large-scale floods. The considered floods for these figures are hurricane Katrina in 2005, hurricane Sandy in 2012, the tsunami in Japan in 2011 and the river floods in Thailand in 2011. Therefore, the losses due to business interruption as calculated by HIS-SSM are expected to be an underestimation of the actual losses due to business interruption. For this reason the ARIO (Adaptive Regional InputOutput) model has been used to determine the losses
due to business interruption as well. The ARIO model has only been used for academic purposes so far. Both models have been applied to three cases in the Netherlands, which comprise the flooding of the province of South-Holland, Groningen and the small town of Arcen. The results of the case studies show that the estimates of the losses due to business interruption as calculated by the ARIO model are more in line with figures from actual floods. Both HIS-SSM and the ARIO model have some drawbacks however.
Conclusion The ARIO model appears to be able to determine the losses due to business interruption more accurately than HIS-SSM. Many important processes in the aftermath of a flood are not considered in both models however, such as flood duration and substitution effects. In both models the consequences of flooding of unique firms or infrastructure are underestimated. This is a result of the sector approach in both models, in which all firms are assigned to a certain sector. The transformation of material damage to production capacity has a large influence on the results of the ARIO model. The costs of permanent relocation of firms to foreign countries is also not taken into account in these models, while a simple calculation shows that these might contribute significantly to the total costs of a flood. Some assumptions in this calculation are based on interviews conducted with a member of the Dutch parliament and a professor at Delft University of Technology. Measures to reduce the losses due to business interruption should also be considered in the Dutch flood protection policy, after a cost-benefit analysis has been performed for these measures.
Student: J.J.T.A. Vilier Thesis Committee: Prof.dr.ir. S.N. Jonkman, Prof.dr.ir. M. Kok, Dr. R.P. Nicolai, Prof.dr. M.P. Van Dijk D r.ir. R.J. Verhaeghe For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
[email protected]
31 | Master’s Theses July 2013
3
Hydraulic Engineering
Sedimentation in reservoirs Investigating reservoir preservation options and the possibility of implementing Water Injection Dredging in reservoirs Sedimentation in reservoirs is a consequence of constructing a barrier in a flowing river, which results in a decrease of the transport capacity of the river. The storage capacity of the reservoir decreases due to the accumulation of sediments and the river downstream starts to erode due to the disturbance of the sediment balance. A study regarding the sediments in the reservoir has to be carried out before the construction of the dam starts, so that the sedimentation problems during the exploitation of the dam can be reduced to a minimal. However, more than once dam operators are surprised by the sedimentation problems in the reservoir and are counter measurements necessary. These counter measurements are often very expensive and are difficult to implement in an effective way. A proactive attitude towards this sedimentation problem can result in a significant reduction of the problem. There are methods available to counteract the sedimentation problems in an effective way. These methods can roughly be divided into three different strategies: prevent sediments from entering a reservoir, prevent sediments from settling in a reservoir and remove sediments that have already settled. To determine which method is suitable, the reservoir can be grouped by applying different classifications. Each classification has its own specific favourable reservoir preservation technique, and these classifications can be used to help deciding which method is suitable. However, the final choice is not depending on these classifications but has to be determined after a comprehensive feasibility study, in combination with discussions with all the stakeholders involved. A dredging method that could be interesting to use in reservoirs is Water Injection Dredging. This method injects water in the bottom of the reservoir, creating hereby density currents which are capable of transporting large amounts of sediment. Because the density current uses gravitation and the natural slope of the reservoir, this method is a relative cheap and quick way to transport sediments. The dredging installation is also simple and basic. Unlike other dredging equipment, Water Injection Dredging pumps water through its pumps. This reduces the wear of the equipment
Student: Thesis Committee:
considerably. Therefore, Water Injection Dredging has the potential to be a quick and efficient way to restore the capacity of reservoirs. Very specific conditions have to be met however. The steepness of a reservoir should be steeper than 10 -3 and sediment particles must be smaller than 0.2 mm for the method to be effective. A lower deposit site should also be available for the sediments. This means that bottom outlets or a diversion channel should be present, so that the sediments can be sluiced out of the reservoir. It is also possible that the created density current transports the sediments towards the dead storage of a reservoir. The effective storage capacity will be improved in all these three scenarios. Sediments can be brought back in the river system when Water Injection Dredging is applied in a reservoir. Sediments are sluiced passed the dam, which means that the river can prevent the erosion of the river downstream of the dam that is a consequence of the sediment blockage. A positive side effect of keeping the sediments in the river is that instead of conventional dredging techniques, the dredged up sediment does not have to be transported towards and eventually removed from a deposit site, which reduces the costs considerably. It is however necessary to investigate whether or not the river is capable of dealing with the increased sediment load in the river downstream of the dam. The high production rates of Water Injection Dredging results in high sediments peaks, which the river should be able to transport. Case studies done within this thesis show that Water Injection Dredging can be a competitive and feasible method that can be used to counteract sedimentation problems in reservoirs, if some specifications of the tested reservoirs were different. If these specific requirements for Water Injection Dredging in reservoir are met, the method can restore the reservoir capacity in a cheap and effective way. More research and testing the method in practice will be necessary however. It is also necessary to do more research on the environmental consequences of the high sediment peaks for the river downstream of the dam. Also, specialised equipment needs to be designed when the reservoir is too deep for a standard Water Injection Dredger.
K. Bronsvoort Prof.dr.ir. C. Van Rhee, Dr.ir. G.H. Keetels, Ir. H.P. Laboyrie, Dr.ir. C.J. Sloff
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
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32 | Master’s Theses July 2013
3
Hydraulic Engineering
Reduction barrier Case Study for the Western Scheldt
Flood protection of the land around an estuary has been important for the Netherlands since the floodings of 1953. There are several types of possible solutions. For example; levee heightening, construction of a dam or a storm surge barrier. All these solutions have certain disadvantages, like costs or environmental impact. Another option is a reduction barrier. This was one of the options for the Eastern Scheldt barrier, but at that time a storm surge barrier turned out to be better. A reduction barrier can provide safety by introducing additional resistance in the estuary. This can reduce the amplitude of the tide in the estuary. The reduction barrier itself can be described as a dam with some openings in it. Water can still flow in and out of the estuary which is important for both the environment and shipping traffic.
Principle of a reduction barrier The design water level consists of a combination of regular tide and a storm surge. The tidal wave has a smaller timescale than a storm surge wave. This makes the tidal wave much easier to reduce than the storm surge wave, since slow motions are more difficult to dampen. The reduction barrier is more effective on reducing the tidal wave in estuaries where this wave is amplified due to the shape of the estuary. The tidal wave reduction means that the reduction of the water level maximum is limited, since the storm surge wave is not reduced.
Reduction barrier in the Western Scheldt The analysis revealed that the Western Scheldt is a suitable location for a reduction barrier. The Western Scheldt requires a relatively small reduction in water level maximum, due to the relatively high quality of the levees. Belgium requires a reduction of the water level maximum of 0.5 metre in the current situation near Antwerp. The reduction barrier can be adapted for up to 1 metre sea level rise by installing moveable gates.
Student: Thesis committee:
The shipping traffic through the barrier is an important aspect for the feasibility of the barrier, since there are four ports located along the Western Scheldt. The barrier is located just east of the line Vlissingen - Breskens. The reduction barrier has two shipping channels. The main shipping channel is located near Vlissingen and the secondary shipping channel is located near Breskens. Vessels are able to pass through the barrier during normal conditions. It is assumed that the environment is not harmed since 80% of the original tidal prism can be maintained. The barrier is mainly composed of concrete caissons and rubble mound. The construction costs of the reduction barrier are an estimated 4 billion euros, this is comparable with the costs of the Eastern Scheldt barrier and also comparable with the costs of levee heightening. A reduction barrier in the Western Scheldt is technically feasible. For further research is recommended to make models of the water motion and sediment transport in 3-D. Fast and real-time shipping simulations can be used to optimize the shipping openings.
L. de Boom Prof.ir.drs. J.K. Vrijling, Ir. A. van der Toorn, Dr.ir. R.J. Labeur, Ir. G.R. Spaargaren
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
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33 | Master’s Theses July 2013
3
Hydraulic Engineering
Understanding and modeling the process of resuspension of fines in the coastal zone; case Khalifa Port Introduction Worldwide there is an increasing amount of dredging activities, due to increasing demand for transport of goods over the world. These project are more and more near sensitive nature reserves and thereby a potential threat of biodiversity; which is a major concern for port developers, authorities, environmental organizations and dredging companies. This research has emerged from the execution of Khalifa Port in Abu Dhabi; a project which lasted from February 2008 to July 2010. Turbidity in the water column (near coral reefs) was one of the main problems affecting Boskalis’ workability. Predefined, tight and fixed turbidity levels, valid for the whole site and execution period, were not allowed to be exceeded without adverse measures for the dredging company. The client had stated that the dredging company would always be responsible for the measured turbidity values; no matter what cause. An extensive dataset resulted from this project.
Objectives The aim of this research is twofold and can be related to the following research key objectives: • • The goal of this study is to gain insight in the relevant processes that result in the behaviour of fines. • • Set up a simplified conceptual model be used as guidelines for future projects.
Approach
Results Natural variability of turbidity values (NTU) is an important aspect to incorporate in the future turbidity response procedure of future marine activities in the coastal zone. Critical NTU levels can be exceeded without the intervention of dredging processes. Analysis of observations and model simulations have let to the insight that suspended sediment concentration behaviour at some deeper positioned NTU stations is understood more clearly from occurring hydrodynamic forcing and suggests that major SSC variations in time are dominated by vertical dispersion of fines, hence a local process. Several typical characteristics have been distinguished. The principal conclusion from the tailored set up model was that it showed encouraging results and significant similarities at a conceptual level with the field observations. The layered model showed a much better representation of reality and a high degree of different processes occurring in the vertical dimension compared to a 1DV/1DH model set up.
Research was done, following two approaches. First, the turbidity dataset was analysed, where the relation was made with occurred hydrodynamics. The pre-dredging period was considered to capture the natural conditions leading a conceptual understanding. Understanding of Khalifa data can be used for in general guidelines for projects with similar environmental issues. Second, the behaviour of suspended fines with a resuspension origin was simulated in an idealized model set up, this to improve understanding and secondly to create the ability to anticipate on turbidity events with regard to planning workability.
Student: Thesis Committee:
O.C.P. Bots Prof.dr.ir. M.J.F. Stive, Ir. A.P. Luijendijk, Dr. ir. B.C. van Prooijen, Ir. R.Hoekstra, F. van der Goot MSc., Dr.ir. S.G.J. Aarninkhof
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
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34 | Master’s Theses July 2013
3
Hydraulic Engineering
A Bypass Friendly Harbour
The objective of this study is to determine for which conditions the bypass capacity is optimized in combination with a limited influence on the navigational function of the harbour. The bypass capacity is defined as the capacity to bypass the sediment around the harbour under the presence of the defined driving forces (i.e. waves and/or tide). The conditions involve varying forcing, geometry of the breakwater, bathymetry, the presence of a dredged entrance channel and the grain size.
Preliminary study The capacity for sediment bypassing depends amongst others on the sediment transport regime and the harbour geometry. For this research both phenomena have been categorized to make up a framework of transport regimes and types of harbours. This gives 6 archetypes with specific bypass characteristics. Only the most promising archetype has been studied more thoroughly. Therefore the hydrodynamic and morphodynamic processes of each archetype have been studied with the help of existing literature, reference situations and a sensitivity analysis of the relevant parameters. Based in this analysis it is concluded that a harbour which does not require a dredged channel and only services vessels with a small draft (approx. 2.5 m - 3.5 m), along a coastline which experiences a large net transport is the most relevant and promising archetype to study. This is a relevant case because the downdrift coastline experiences erosion which opposes a problem for the coastal manager. The described case is a promising case because the small harbour blocks less sediment, there is no dredged channel and the contraction of the tidal current in combination with the wave-breaking-induced current is expected to give sufficient bypass capacity.
Model calculations The most promising archetype is studied more thoroughly with the numerical model Delft3D. From a sensitivity analysis and the literature study it was concluded that the parameters, as specified below, have significant influence on the bypass capacity. 1. The extension of the breakwater in the surf zone,
Student: Thesis Committee:
related to the width of the surf zone; 2. The wave height; 3. The wave angle; 4. The shape of the breakwaters; 5. The current velocity; The influence of these parameters has therefore been assessed with Delft3D. Three criteria were of importance in assessing the results: • • The amount of relative bypassing; • • The depth in front of the harbour; • • The depth in the harbour. ••
Conclusions The model calculations have provided output on the influence of each parameter on the bypass capacity and the serviceability of the harbour. The most promising situations are assessed on a longer time scale to see whether the promising situation holds. This gives the following conclusion (see next page):This research shows that a bypass friendly harbour is possible under certain circumstances. These circumstances are a harbour with streamlined breakwaters and an extension equal to the width of the surf zone at a coastline with significant wave and tidal influence. The streamlined geometry of the breakwaters leads to higher longshore flow velocities in front of the harbour, related to a harbour equal in size but with semi-streamlined breakwaters. The higher flow velocities enlarge the bypass capacity. The high flow velocities, in combination with the extent of the breakwaters also lead to a limited decrease of the depth in front of the harbour and very little sedimentation in the harbour. Both the limited decrease of the depth in front of the harbour and the little sedimentation in the harbour have a positive effect on the amount of bypassing. The bypass is also initiated quicker than that in case of semi-streamlined breakwaters because less sediment is required to make the new coastline orientation in case of the streamlined breakwaters.
R. Spruit Prof.dr.ir. M.J.F. Stive, Ir. J. van Overeem, Ir. R. Steijn, Prof.ir. T. Vellinga, Delft
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
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35 | Master’s Theses July 2013
3
Hydraulic Engineering
Schematizing wave boundary conditions in sediment transport modelling around a harbour A case-study for Salaverry-harbour, Peru For many applications in the field of coastal engineering, 2D-morphological models are being applied. Due to the large computational effort these models demand it is nearly impossible to include a full wave climate in long-term morphological modelling. This has asked for wave-climate reduction methods in order to reduce the input and consequently the computational time of a simulation.
Wave-climate reduction methods Various methods exist to reduce a wave-climate, from straightforward approaches to more sophisticated ones. In this thesis four methods have been chosen and their outcomes have been compared to each other. From the different simulations with different sets of boundary conditions have followed different longshore sediment transport (LST) rates along both the undisturbed coast as well as along the groyne.
Approach In most practical applications the reduced set of conditions is upscaled making use of so-called upscaling factors. This makes it possible to accurately reproduce the LST-rate along the undisturbed coast with a reduced set of conditions but questions arise whether this reduced set still accurately reproduces the LST-rate along a groyne or breakwater that protrudes the surfzone. Various reduced sets of wave-conditions have therefore been applied in a 2Dh-morphological model for the testcase of the Salaverry-harbour in Peru. The LST-rate along the groyne has been upscaled with the same upscaling factor as was used to regenerate the LST-rate along the coast.
Student: Thesis Committee:
Results Results have shown that in this case the choice of an input reduction technique barely influences the accuracy as long as a minimum of 8 conditions is taken into account. Moreover all the reduced sets of conditions based on different input reduction methods reproduce the original LST-rate with an accuracy in the order of 2 to 3 %. In case less than 8 conditions are taken into account the accuracy reduces. Besides that it has been shown that it is more important to account for a variation in both wave height and wave direction rather than solely varying the reduced wave-climate based on one of these characteristics. The value for the grain size diameter influences these outcomes only marginally.
R. Hopmans Prof.dr.ir. M.J.F. Stive, Dr.ir. M. van Ledden, Ir. A.P. Luijendijk, Ir. G.J. de Boer
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36 | Master’s Theses July 2013
3
Hydraulic Engineering
Flexible Quay Wall Structures for Container Vessels
Traditional quay wall structures are not very flexible, because they are often hard to adapt and to reuse. However, changes in the container shipping market, international conflicts and new generations of vessels are some examples that could drive the desire the relocate or adapt quay wall structures. The objective of this thesis was to design a flexible quay wall structure for panamax container vessels that can be reused and can be reconstructed within a relatively short reconstruction period. Several quay wall structures have been designed and assessed, finally resulting in a quay wall, which consists of concrete caissons of 100m long, 33m wide and 11m high. The application of floating structures was considered too, but the required stability could not be guaranteed and motions are likely to exceed the tolerances for container lifting operations.
Student: Thesis Committee:
Two caissons are placed on top of each other, resulting in a retaining height of 22m. The lower caissons are filled with water, to make de-ballasting relatively easy. The upper ones are filled with sand to create sufficient weight to satisfy stability against sliding and overturning. The structural strength has been calculated, resulting in an optimum wall thickness and applied amount of reinforcement steel. Determination of floating stability, resistance against earthquakes and slide planes in the subsoil has proven that the structure is a technically feasible alternative. To determine the financial feasibility, the flexible quay wall is compared to a traditional quay wall, for various scenarios. The initial construction costs are about 64% higher than the average constructions costs of traditional structures, but the reconstruction costs are about 28% lower. In combination with a faster reconstruction period and a higher residual value, it turned out that the flexible quay wall structure could be a financially feasible alternative to traditional quay wall structures too.
P. Buring Prof. T. Vellinga, Dr.ir.drs. C.R. Braam, Ir. P. Taneja, Ir. D.J. Peters, Ing. P.G. Biemond
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
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37 | Master’s Theses July 2013
3
Hydraulic Engineering
Stability of single layer armour units on low-crested structures
The hydraulic stability of single layer armour units is described by the stability number, H s/ΔD n=K. In general a constant design value of K is assumed for armour layer design of conventional breakwaters . The stability number has however not been validated for applications of single layer armour units on low-crested structures. The Newbiggin case indicates that the hydraulic stability cannot be described by a constant design value for low-crested breakwaters. One percent of the single layer interlocking armour units were broken after the structure’s first winter. The stability number is probably taken too high for the armour layer design. Furthermore breakage indicates that rocking is a sound failure mechanism. This study has been performed to obtain insight into the stability of single layer armour units on low-crested structures. To this end two dimensional physical model tests are executed with Xbloc armour units.
Student: Thesis Committee:
On basis of findings in literature it can be expected that the stability of Xbloc elements on low-crested breakwaters is a function of crest freeboard and crest width. Therefore tests has been performed for different crest freeboards, crest widths and wave steepness’s. The relative crest freeboard (R c/H s) varied from -0,8 up to 0,8 (in steps of 0,4) whereas the crest width varied from 3 to 9 armour units. Tests have been performed with a wave steepness of 2 and 4%. The number of rocking and displaced armour units are registered for the seaside slope and crest. Different hydraulic processes have been observed which affect the stability of single layer armour units. Due to overtopping waves a flow in landward direction originates. Also a flow in seaward direction develops as a result of a wave trough in front of the breakwater. The effect of the flow on the stability of the Xbloc armour units depends on the wave steepness, crest width and freeboard. Test results show that different mechanisms play a role in the stability of single layer armour units on low-crested structures.
J.P. van der Linde Prof.drs.ir. J.K. Vrijling, Prof.dr.ir. W.S.J. Uijttewaal, Ir. H.J. Verhagen, Ir. E. ten Oever
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
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38 | Master’s Theses July 2013
3
Hydraulic Engineering
Spatial variation in dike safety management for uplift
The Dutch dike safety assessment for the failure mechanism of uplift and piping has lately been widely discussed and many investigations are performed to improve the current understanding of this mechanism. These investigations consider different aspects of the piping problem, i.e. the physical background, the applied models, the heterogeneity of subsoil etc.Uplift and piping occur in case of a sufficiently large head difference, i.e. compared to the seepage length, for a subsoil layer system sensitive to this failure mechanism. Since the majority of this process takes places in the subsoil of the dike, it is very difficult to determine the current state of a dike section resulting in significant uncertainties about the input parameters of the subsoil. The spatial variability, due to heterogeneity, is the only one of these uncertainties inherent to the problem. So any additional insight into the spatial variation provides additional information on the behaviour of the subsoil. To provide a model of the spatial variability of a certain parameter and quantify the probability offailure within a dike section, use is made of geostatistics. With different geostatistical techniques, i.e. ordinary and simple kriging originally used in mining engineering, the spatial structure of a variable can be described through measurement values/ locations, statistical properties of the variable and the corresponding correlation distance. Especially the latter property has a great impact on the results (most likely values and predicted error variances for a certain property) of the kriging techniques.In this thesis a systematic approach was developed to clarify the uplift behaviour due to subsoil heterogeneity in a safety assessment. In the Netherlands, three different evaluation levels are adopted for this safety assessment, viz. simple, detailed and advanced. The systematic approach is intended as an addition to the advanced evaluation of a dike section since it provides insight into the dike behaviour on a detailed level and is suitable for a custom safety assessment. To demonstrate the methodology of the systematic approach a simple case study based on situation for Tull en ‘t Waal, is used as an example. In this example the results are shown step by step in the following way. First of all the resistance against uplift was modelled for a spatially variable clay layer thickness Dc. In this step the resistance was considered for two different situations,
Student: Thesis Committee:
viz. situations with and without measured weak spots to demonstrate the effect on the spatial distribution of the clay layer thickness. Second the uplift load was modelled. For the load model a crude simplification of reality was made since the spatial distribution of the hydraulic conductivity K was disregarded and the hydraulic head ϕs was composed by multiplying the water level difference with a spatially variable factor ϕfactor. This factor was calibrated with the available monitoring wells. For this step three different situations were considered to demonstrate the effects of additional measurements and the extrapolation to extreme conditions on the relevant uncertainties. Third the limit state function (LSF) for uplift was assessed for two combinations of the resistance and loads, i.e. uplift under normal conditions and uplift under extreme conditions. The results of these two analyses were displayed as the most likely values for the dike section together with the corresponding prediction error variances. This presentation gives a clear insight into the spatial behaviour of a dike. It also has the possibility to include inspection data into the spatial distribution of the LSF. Finally the dike safety criterion for uplift was applied to the results of the LSF, showing whether a dike section is sufficient or not sufficient for this failure mechanism. Altogether it can be concluded that the systematic approach can include spatial variability explicitly for an uplift assessment. For application in the dike practice there are however some concerns: The dike hinterland is represented as 4 ‘domes’ due to a limited data set. The model does not show realistic results due to this statistical limitation.Dikes fail at their weakest location! Even for dense data sets this weakest location is unlikelyto coincide with a measurement point. Therefore techniques that provide a continuousmodel of the subsoil (e.g. geophysical maps, LIDAR) are preferred. So the main focus for the future of dike safety management for uplift & piping should lie on the implementation of continuous measurements for identification of possible weak spots. When continuous measurements are used to identify weak spots, it can be necessary to perform dense measurements at that location. In such a case the developed systematic approach could be used to spatially model the weaker part of the dike area.
T.J.A. van Zwieteren Prof.dr.ir. S.N. Jonkman, Prof.dr.ir. J.K. Vrijling, M.T. van der Meer, Prof.dr.ir. C. Jommi, T. Scweckendiek
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
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39 | Master’s Theses July 2013
40 | Master’s Theses July 2013
3.a Civil Engineering theses
Hydraulic Engineering – COMEM Domain Coastal and Marine Engineering and Management
3a
Hydraulic Engineering – COMEM Domain
Assessment of the variables influencing sediment transport at the Sand Motor
The objective of this project is to investigate the role of different hydrodynamic and morphological factors influencing sediment transport patterns at the Sand Motor in order to give insight in processes controlling the short-term sand bar morphodynamics and the long term development of the Sand Motor. The work presents an analysis of the morphological changes of the Sand Motor since its construction until December 2012 based on monthly bottom topography surveys. The evolution of the coastline and the sand bar system is then related to the hydrodynamics. Hereafter simulations of realistic and schematized scenarios is conducted using the numerical model Delft3D. Based on those results a conceptual model of the evolution of the Sand Motor is derived and the trends in the longshore sediment transport rates for the different aspects of the morphological evolution were analyzed in order to give insight on the future development of the Sand Motor.
Student: Thesis Committee:
A.O. Kaji Prof.dr.ir. M.J.F. Stive, Ir. A.P. Luijendijk, Dr.ir. J.S.M. van Thiel de Vries, Dr.ir. M. Zijlema
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
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42 | Master’s Theses July 2013
3a
Hydraulic Engineering – COMEM Domain
Effects of Seasonality on the Estimation of Environmental Extremes
Extreme value theory is commonly applied in ocean engineering to estimate extreme environmental conditions (e.g. wave height and wind speed). Extreme value models generally assume data are identically distributed and homogeneous in time. Because there are often different dominant generating mechanisms in different seasons, the sample distributions vary through the year, potentially violating the identical distribution assumption. Two methods for overcoming this are (1) dividing the data into seasons whose distributions are homogeneous (‘time-stratified’) and (2) employing a time-varying extreme value model whose parameters change through the year, such as a non-homogeneous Poisson process (‘time-varying’). The difference between the results of these two methods and the classical method indicates the influence of violating the identical distribution assumption. These methods also provide seasonal extreme estimates, which are useful for design, construction, and maintenance of ocean structures. Based on analysis of model and observation data from thirteen sites in the North Sea (4 wind speed, 9 wave height), the differences between all-year extreme estimates from the classical method, the time-stratified method, and the time-varying method prove not to be statistically significant. This implies the violation of the identical distribution assumption is also not significant. The seasonal estimates of the time-stratified method and the timevarying method are also compatible, validating the use of the less man-hour-intensive and more versatile time-varying method for calculating seasonal extremes.
Student: A.C. Trahan Thesis Committee: Prof.dr.ir. S.N. Jonkman, Dr.ir. P.H.A.J.M. van Gelder, Dr.ir. G.Ph. van Vledder, Dr. S. Caires
For further information please contact the section Hydraulic Engineering, 015-2783348 Email:
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43 | Master’s Theses July 2013
44 | Master’s Theses July 2013
4. Civil Engineering theses
Geo-Engineering
4
Geo Engineering
Piled foundations subjected to time dependent lateral loads by soft soils
In 2010 design guidelines for piles that are subjected to lateral loads by soils were published in CUR-report 228. The design guidelines are developed by a committee who did several case studies. A few recommendations were made from these case studies. To complement the case studies a long term field test on time dependent soil behavior and a study of the shell factor to take account for 3D pile-soil interaction in a 2D model are desired. Two previous students made their master thesis on these recommendations. This master thesis is a follow-up of the previous studies. A long term field test to investigate both time dependent behavior and lateral pile loads by soils is situated in the Bloemendalerpolder. It consists of a 3 m height embankment made of sand on a 3.6 m thick peat layer, see figure. In the embankment a number of measurement devices are installed. Like casings to measure lateral soil deformation with an inclinometer and two HEA300 piles, which are also equipped with a casing for measurements. From this field test a previous thesis student developed a FEM 3D model in Plaxis 3D. Results of the site investigation and laboratory tests are used for parameter determination for this model. Validation was done in Plaxis 2D with available measurements of deformations and pore pressures. The field test was still ongoing when the 3D Plaxis model was ready. A comparison of the modeled piles and more recent field data shows a good resemblance at depth. However the soil and water pressures are falsely simulated in the model and the modeled embankment shows too stiff pile-soil interaction. The falsely simulated pressures can be solved by using the updated water pressure function in Plaxis 3D, which isn’t available yet. One can cope with the stiff pile-soil interaction by using a more advanced soil model for the embankment sand. The use of the Hardening Soil Model instead of the used MohrCoulomb Model may offer a solution.
Student: Thesis Committee:
For more insight in the lateral behavior of pile and soil the stress development around the pile in the 3D simulation is looked into. Three depths spread over the peat layer are looked at. In the stress points in front of the pile lateral soil pressure increases and the soil relaxes behind the pile. The difference in lateral soil pressures around the pile increases mainly in the beginning of the consolidation phase. Lateral pile displacements also show the fastest build-up in this phase. During the creep phase the soil pressure around the pile do not change significantly. This is also seen for the bending moments of the pile, which do not change or even decreases in the creep phase. The decrease of bending moments is due to the pile head displacement, as the rest of the pile doesn’t move. The pile head displacement causes the upper part of the pile to stretch, whereby the bending moments decrease. With 2D FEM one models a cross section, whereby piles are modeled as walls. The shell factor translates the pile stiffness to a wall stiffness. A 2D simulation of the 3D model is made. Only one of the piles is modeled in this 2D model to avoid inclusion of the soil between the wall elements. A high and low shell factor is applied and results of the lateral pile behavior are compared with the 3D model and the field test. On the short term a higher shell factor shows the best results. On the long term the high and the low shell factor show insignificant differences in pile displacements, however the higher shell factor shows better results for the bending moments in the pile.
L.W. Schadee Prof.ir. A.F. van Tol, Ing. H.J. Everts, Dr.ir. K.J. Bakker, Ir. F.J.M. Hoefsloot
For further information please contact the section Geo-Engineering, 015-2781423 Email:
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46 | Master’s Theses July 2013
4
Geo Engineering
Artificial ground freezing as a construction method for underground spaces in densely built up areas Artificial ground freezing is being applied more and more in underground construction, but still mainly on a small scale. This study first looked into the current developments in the field of artificial ground freezing. To determine whether soil freezing is a viable option for underground construction in densely built up areas a case study has been performed for the North-South Line in Amsterdam. With the help of current developments found four different options of constructing a station were developed. The option most suitable to apply in Amsterdam was a construction phasing in which: • • two tunnel tubes are bored through diaphragm walls constructed for two entrance shafts; • • then the shafts are excavated and freeze pipes are installed from both shafts towards each other surrounding the circumference of the station to be built; • • the diaphragm walls are partly demolished at depth to achieve an entrance to the station and being able to excavate soil within the frozen soil body; • • in steps the soil is excavated, shotcrete is applied and eventually the final lining is made; • • after finalizing the shell of the station the frozen soil body is thawed. The North-South Line in Amsterdam is being constructed at the moment and is planned to be ready for operation in 2017. Station Rokin is chosen to elaborate the alternative station design for as on beforehand the feasibility of the design at this location seemed the most promising. The choice of location is mainly made based on the alignment of the tunnel and local soil profile.
results are used to reduce the stiffness of the frozen soil stepwise in Plaxis. Related to heave less clear information was available. Based on both information found in literature and research performed by Deltares volume strain increments are applied in Plaxis to account for heave. To account for changing soil parameters after the freeze thaw cycle tests of both Deltares and CDM have been studied.
The design was modelled in Plaxis, software based on the finite element method and intended for geotechnical analysis. To obtain the correct input parameters the processes occurring as a result of a freeze-thaw cycle were studied. Most important processes are the creep behaviour of the frozen soil, heave as a result of formation of ice lenses in low permeable soils and changing soil parameters due to the freeze-thaw cycle. The German research centre CDM performed tests to determine the strength of frozen soils present in the subsoil of Amsterdam at certain points in time. These
From an economical viewpoint the freeze design for station Rokin can compete with the currently executed design. The costs of the structural works are estimated at 85 million euro for the freeze design and 60 million euro for the current design. Although the freeze design is a more expensive design the costs are not two or three times as much with respect to conventional techniques as is often thought. Costs related to hindrance are not yet taken into account, which would be in the advantage of the freeze design.
Student: Thesis Committee:
Results of the calculations in Plaxis have led to the conclusion intermediate freeze walls in the cross section (with a total width of 20m) are necessary to keep settlements within the required boundaries. With those freeze walls the settlements are reduced to less than 1/3 of the original settlements. The uncertain behaviour of the Allerod (its structure varies along the alignment) has led to a minimum and maximum boundary for the actual settlement value. It is shown the effects of Allerod behaving as a clay after thawing (showing remoulded behaviour) would have a large negative impact. It is concluded an alternative design for station Rokin using artificial freezing would be technically feasible. The behaviour of the Allerod after thawing should be further verified, but if the worst case scenario occurs the maximum settlements are not exceeded largely. Mitigating measures could be taken to keep the settlements within boundaries. In general one can conclude in advantageous soil conditions artificial soil freezing is definitely a construction method to consider for underground construction in complex situations in densely built-up areas.
A.A.E. van Dorst Prof.ir. J.W. Bosch, Dr.ir. K.J. Bakker, Ir. R.R.E. Vervoorn, Ir. F.J. Kaalberg, Ir. V.M. Thumann
For further information please contact the section Geo-Engineering, 015-2781423 Email:
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47 | Master’s Theses July 2013
48 | Master’s Theses July 2013
5. Civil Engineering theses
Watermanagement
5
Watermanagement
Effect of pre-treatment Reverse Osmosis on biological stability in a drinking water treatment plant Introduction At drinking water treatment plant ZS Lekkerkerk of drinking water company Oasen N.V. anaerobic river bank filtrate is extracted and treated by two steps of filtration, granular activated carbon (GAC) and UV-disinfection prior to distribution. As part of a large scale project a pilot installation Reverse Osmosis (RO) is constructed at ZS Lekkerkerk to soften water to the desired level and to take into account future salination caused by salt water intrusion from the sea.
Problem definition Growth of (pathogenic) micro-organisms in the distribution network can lead to health risks and customer complaints as it affects taste, color and odor of tap water. As drinking water in the Netherlands is distributed without disinfectants it is required that produced water at production locations is of a high level of biological stability that does not support bacterial regrowth.
Research This research focuses on the question in what order pre-treatment RO influences the biological stability of drinking water in a drinking water treatment plant. Also the effect of individual treatment steps is investigated. In the current situation one of eight filter sets is fed with 50% RO and 50% original extracted raw water from Tiendweg (TW) intake source. To investigate the effect of RO this filter set is compared with a filter set that is fed with 100% TW. An experimental set-up, consisting of GAC pressure vessels, is constructed to include GAC treatment step.
Results • • Adenosine triphosphate (ATP) in water samples after pre-filtration are 10 to over 200 ng/l due to microbiological activity caused by the biological removal of ammonium, iron and manganese in pre-filters. Water samples after post-filtration and GAC treatment step observe ATP values below 10 ng/l and no effect of pre-treatment RO is recognized. Total cell counts are presented in Figure 1. • • Biofilm formation rate (BFR) after GAC pressure vessels very low (<0.5 pg/cm 2.d) for both flows.
Student: Committee:
Figure 1: Total cell counts in drinking water treatment scheme Effect of pre-treatment RO resulted in a lower BFR. • • (Bio)fouling potential of water pre-treated with RO is lower observed by the feed channel pressure drop measured after post-filtration with a Membrane Fouling Simulator (MFS). This is confirmed by ATP and TCC accumulation on membranes and spacers from MFS units.
Conclusions Positive effect of pre-treatment RO on biological stability in drinking water treatment plant is recognized by most measuring methods used. Water is biological unstable after pre-filters due to high bacterial activity. After post-filtration and further in treatment scheme biological stability is of a very high level for both flows investigated. GAC treatment step does show a positive influence on the biological stability of drinking water.
J. Dusseldorp Prof.dr.ir. W.G.J. van der Meer, Dr.ir. J.S. Vrouwenvelder, Dr.ir. J.H.G. Vreeburg, Ir. M.C. Lut
For further information please contact the section Water Management, +31 (0)15 278 1646 Email:
[email protected]
50 | Master’s Theses July 2013
6. Civil Engineering theses
Transport & Planning
6
Transport & Planning
Crowding in train passenger assignment models
The goal of this master thesis was to investigate how the influence of crowding on train passenger choice behaviour can be implemented in train passenger assignment models. The research took place at Significance in The Hague between June 2012 and February 2013.
The four methods that were examined and implemented in this research are referred to as follows: • • Additive per trip: • • Additive per board: • • In-vehicle time multiplier: • • Hybrid method
Previous studies with regard to crowding in public transport show that crowding in public transport can influence passenger choice behaviour. When looking at important train service attributes for passengers, sufficient room to sit during a trip is ranked in the top 5 and often seen as one of the most important aspects by passengers, just after punctuality and reliability. The importance of modelling crowding is also illustrated by the influence it can have on cost-benefit analyses of projects, decisions made by policy makers and passenger safety and health. User reaction to crowding includes passengers changing their departure times, strategic behaviour at station platforms, changing their departure and/or arrival station or upgrading to travel in 1st class. There are different factors influencing passengers’ perception of crowding.
When the models including the influence of crowding are simulated, the methods behave as expected: using a time additive for every train a passenger embarks results in fewer transfers and an increase in the average in-vehicle time; when a time multiplier is used, the average in-vehicle time decreases and the number of transfers show a small increase. Based on the current input with regard to the values of the additive and multiplier, in the hybrid method the time multiplier has the largest influence on the results. In addition, and as expected due to the way the models are set up, all methods lead to lower average load factors for the trains in the Dutch network.
The starting point of this research was a train passenger assignment model based on the functioning of the Dutch National Modelling system (Dutch abbreviation: LMS). In literature two main concepts on how crowding can be included in train passenger assignment models are found: as a time additive and as a time multiplier. Both concepts are applied to the actual in-vehicle time per trip alternative. A trip alternative is an alternative a traveller can decide to take between his origin and destination station, such as presented by online trip planners. The main difference between the time additive and time multiplier is that the time additive looks at the level of crowding when a passenger embarks the train, while the time multiplier looks at the average weighted load factor between its origin- and destination station. The load factor is an indicator of the level of crowding, defined as the number of seats per train divided by the number of passengers.
Student: Thesis Committee:
N.H. Bel Prof.dr.ir. Bart van Arem, Dr.ir. A.J. Pel, M. Pieters MSc, Dr. E.J.E. Molin Ir. P.B.L. Wiggenraad
For further information please contact the section Transport & Planning, 015 2789341 Email:
[email protected]
52 | Master’s Theses July 2013
6
Transport & Planning
Optimization of modal shift and container positioning at Maersk Line
Conclusions
Introduction In the hinterland of containerized transportation modal shift will become more and more important. With the construction of Maasvlakte 2 the Port of Rotterdam set up new regulations in favor of barge and rail transport. These modalities are under some circumstances more sustainable than truck transport. This problem could combined with the container positioning question which could lead to cost savings in a market where margins are minimal.
The modal shift for barge and rail in the current situation is limited due to the strict orderdeadline, this is the time a container is expected by a customer. Next to it the modal shift for multimodal transport could be improved by a drop in truck rates from inland depot towards customer. Nowadays the normal truck tariffs are used but due to high volumes and benefits due to economies of scale a better procurement for inland depots rates is possible. Fort the repositioning of containers the hinterland network of depots is important. Storage at these depots will lead to lower storage costs; furthermore containers could be reused in the network. A good collaboration between departments at Maersk Line is essential for better container management. The scope in this research is from point of view of Maersk Line. Thereby specific assumptions are made and costs functions in the model are fixed and all linear. For further research it is interesting to study the problem from point of view of the total supply chain. In transportation costs and benefits are often not for the same party, this could be indicated from a other point of view.
Method Three research questions have been set up during research. The first one focuses to modal shift, the second one to container (re-)positioning and the last question finds a solution where both sub problems could strengthen each other. A strategic optimization model is set up to analyze different scenarios. With the analysis of multiple scenarios these questions could be answered.
Student: Thesis Committee:
E. Altena Prof.dr. R.A. Zuidwijk, Dr. J.M. Vleugel , Drs.ing. R.H.C. Klijnhout, J.W. Konings, Ir. P.B.L. Wiggenraad
For further information please contact the section Transport & Planning, 015 2789341 Email:
[email protected]
53 | Master’s Theses July 2013
6
Transport & Planning
The Scheduling of freight trains on the Dutch railway network
The number of applications for train paths has increased during the last years, often leading to conflicts between freight trains and passenger trains. The objective of this research is therefore to develop options for improving the capacity allocation process with regard to freight trains. On the main passenger corridors, intercity trains and local trains are scheduled four times per hour. Freight train operators operate on different moments and are dependent of shippers and border times. Non-commercial stops should be avoided. The design of the timetable occurs in three steps. The basic hour pattern forms the main structure of the timetable. In the basic hour pattern freight train paths are developed, which can be used at a later moment to schedule actual freight trains on a later moment. The annual timetable is made for 7 days, 24 hours. Freight operators apply for the freight trains they want to operate in the freight train paths. After the official allocation in August by ProRail, operators can still apply for a train ad-hoc. Allocation is done on a first comefirst served base. In this research an analysis is made of the timetables 2012 and 2013. The freight train paths in the basic hour pattern are scheduled according to certain standard characteristics of type of locomotive, tonnage and operating speed. A large number of actual freight trains in the annual timetable of 2012 and has faster characteristics though. On some locations, the design standards are not met when a freight train path and a passenger train is scheduled. NS accepts a delay when the freight train path is used by a freight train. This is however not desirable, and apparently not always necessary because the freight trains could be scheduled faster. For two freight train corridors case studies are done: Kijfhoek – Venlo and Amersfoort – Bad Bentheim. For both corridors different timetable constructions are designed in DONNA with four different freight train paths; fast electric, slow electric, fast diesel and slow diesel. On this way the influence of different freight train paths can be simulated. In variant 0 an optimal passenger model is designed. In variant 1 and 2 the
Student: Thesis Committee:
freight train paths are scheduled. In variant 1 priority is given to the passenger trains; in variant 2 to the freight train paths. In variant 1 of the corridor Kijfhoek - Venlo all freight train paths can be scheduled twice per hour without a stop. Therefore it is not necessary to develop variant 2. All passenger trains can be scheduled in the different sub variants; only a few adjustments are necessary. The reason is that a large part of this corridor has four tracks; slow and fast train traffic can be separated from each other on this sections. On the corridor Amersfoort – Bad Bentheim the rule of thumb for passenger trains in both variants 1 and 2 is: the slower the freight train path, the more adjustments are necessary in the passenger model, especially to the intercity services. In a number of variants, it is not possible to schedule all intercity train. In Figure 1: Traffic diagram variant 1 it is only timetable possible to schedule the fast electric freight train paths twice an hour without a stop; the slower freight train paths need a least one stop and have a frequency of only once an hour. The reason of all this is that there are only two tracks available on the whole corridor, which is a limitation for the timetable. Conclusion of the research is that the timetable can be improved by scheduling faster freight train paths than the current ones. This is especially useful on corridors with limited infrastructure, like Amersfoort – Bad Bentheim. Most freight trains can operate faster than the current freight train paths.
Wouter Leyds Prof.dr.ir. B. van Arem, Prof.dr.-ing. I.A. Hansen, Ir. P.B.L. Wiggenraad, Dr. E.D. Kreutzberger, Ing. R.J. Ybema
For further information please contact the section Transport & Planning, 015 2789341 Email:
[email protected]
54 | Master’s Theses July 2013
6
Transport & Planning
Evaluating Multi- Class Model Predictive Control A comparison of traffic Management Scenarios and model predictive control during road works on the A15 Traffic Control is a part of Dynamic Traffic Management where
Regiodesk. For the current study a Traffic Management Scenario
traffic management measures are controlled to optimize the
is created within BOS-HbR with the same (de)activation trig-
capacity of networks. Since September 2011 Traffic Management
gers as ‘A15 Haven Uit’. The Model Predictive Controller used in
Scenarios are applied to the A15 highway in the Port of Rotterdam
BOS-HbR will use the Matlab function fmincon as its optimization
Area. Traffic Management Scenarios are the most advanced Traffic
algorithm. The simulation experiment will be executed for three
Control methods that are applied in practice. The current state
cases: a heavy peak hour, a regular peak hour and a severe
of art in Traffic Control is Model Predictive Control, an adaptive
accident. For each case a validation will be done to check if the
method that calculates the optimal control signal and adjusts it to
model predictions for Fastlane matched reality. Also for each of
changing traffic states. In this study this method is compared with
these cases the experiments will be done with 5 demand levels
the current implemented Traffic Management Scenarios for the
- 90%, 95%, 100%, 105% and 110% of the original expected
A15 highway eastbound. Since this highway has a high share of
demand - to measure the robustness of the control methods.
freight traffic from the port, traffic is divided into two user-classes
The results of these experiments are discussed basis of the
and a multi-class variant of Model Predictive Control will also be
following performance indicators: Total cost, average travel time
compared. The goal of this study is: To make a quantitative
per user class and robustness. In the cases of the heavy peak
comparison based on economic costs among Traffic manage-
hour applying single-class Model Predictive Control shows double
ment Scenarios, Single-class Model Predictive Control and
the improvement Traffic Scenarios achieved. In the regular peak
Multi-class Predictive Control.
hour this improvement was less and in the accident case the
A categorization of control methodologies will be made to illus-
relative differences were minimal. In all cases single-class Model
trate how Traffic Management Scenarios and model Predictive
Predictive Control performs better than Traffic Management
Control relate. Here will be shown that Traffic Management
Scenarios, which shows a good improvement over the situation
Scenarios are adaptable methods but that Model Predictive
where no traffic control is applied. Multi-class Model Predictive
Control is even more adaptable. The traffic management
Control has small improvements over single-class Model Predictive
measures that can be controlled by both control methods, ramp
Control especially when looked at user-class specific travel times.
metering and route guidance, will also be described. Only route
The multi-class controller reroutes exclusively passenger car
guidance is applied by the current Traffic Management Scenario,
traffic and keeps the trucks on the main road. All control cases
since the used Traffic Management Scenario was created based
show an equal sensitivity to demand fluctuations. Overall it can
on experience and Model Predictive Control does not exist in
be concluded that Model Predictive Control shows approximately
practice yet there is described how both methods should be
the same improvement over Traffic Management Scenarios as the
compared. Some requirements are that the both methods should
latter does over a situation where no traffic control is applied.
use the same network, control the same signals, that these
Since Traffic Management Scenarios performed well in this study
control signals will be determined based on the same input data
it is recommended to apply Traffic Management Scenarios with
and they should produce the same sort of output data. This is
route guidance to more locations in the Netherlands where this
done by performing a simulation experiment where both Traffic
is possible. It can also clear the road for a future implantation
Management Scenario and Model Predictive Control use the
of Model Predictive Control. The Traffic Management Scenarios
same traffic model. BOS-HbR is a framework that fulfills these
currently used are designed based on experience, it is interesting
requirements and is therefore used for this study. It uses the A15
to see how Traffic Management Scenarios that are designed
highway as its network. BOS-HbR consists of a estimation and
and optimized with a traffic model will perform. Rerouting the
prediction component. In the estimation component the input
traffic multi-class showed good results for the Model Predictive
data retrieved from loop detectors is converted to a traffic state
Controller, therefore researching rerouting multi-class with a
which serves as input for the prediction component. The predic-
Traffic Management Scenario could also be interesting for the Port
tion component uses multi-class model Fastlane to predict the
Area. Some interesting topics for further research following from
traffic state and predict the results of the control method which
this study are applying other traffic management measures except
will be inserted here. The Traffic Management Scenario used for
rerouting in the Port area and a behavioral research on how traffic
the current study is the ‘A15 Haven Uit’ scenario developed by
responds to the DRIP signals that guide it.
Student: Thesis Committee:
R. van der Kleij Prof.dr.ir. S.P. Hoogendoorn, Dipl.-Inform. T. Schreiter, Dr.ir. J.W.C. van Lint, Ir. E.A. Berghout, Dr.ir. H. Taale, Ir. P.B.L. Wiggenraad, Dr. ir. V.L. Knoop
For further information please contact the section Transport & Planning, 015 2789341 Email:
[email protected]
55 | Master’s Theses July 2013
56 | Master’s Theses July 2013
7. Civil Engineering theses
Construction Management Engineering
6
Construction Management Engineering
Relationship between user satisfaction and sustainable building performance The case study of Leiderdorp’s Town Hall In recent years, there is a steady stream in constructing and realizing sustainable town halls in the Netherlands. The focus is shifting from the design and construction of these sustainable buildings to the performance of buildings in use. There is extensive evidence through literature to suggest that buildings usually do not perform as well as predicted. This fact introduces the phenomenon of the performance gap, which is the gap between design performance and realization performance and the missing link between technical and user perspectives inside a sustainable building. Two main possible reasons for this gap could be the failure of the building systems and the extent users are satisfied. The main problem is that literature on how the sustainable performance of a building influences the user satisfaction and how user satisfaction is formed, is limited. The research will try to explore this problem by answering to the main research question ‘’ ’What is the relationship between sustainable building performance and user satisfaction?’’. It will do so by literature studies on assessment tools that evaluate sustainable building performance and on the interaction between users and sustainable building performance and by studying the case of the newly constructed sustainable town hall of Leiderdorp. The first literature review is on methods and tools, used for the process of evaluating the sustainable building performance. Chapter 2 focuses on worldwide used assessment tools that aim at achieving and maintaining the sustainable performance. The choice, based on the most widespread, reliable and up to date tools, is LEED, GPR, DGNB, Open House and BREEAM NL. Finding of this review is that assessment tools lack of including criteria regarding users’ involvement and satisfaction. Basic characteristics from evaluation frameworks, as Building Performance Evaluation (BPE) and Post Occupancy Evaluation (POE) are introduced in Chapter 3, explaining what a sustainable building performance is. Finding is that evaluation frameworks indicate that sustainable building performance is not limited to energy conservation, the functionality of buildings and the operation of sustainable building systems. It also focuses on users’ perceptions of buildings.
Student: Thesis Committee:
The second literature review concerns the interaction between sustainable buildings and users in Chapter 4. Findings are factors that influence the interaction and perspectives of users towards sustainable building systems and their satisfaction. The connection of these reviews in Chapter 5, reveal the importance of users’ satisfaction and the need of the formulation of more specific hypotheses regarding such factors. The hypotheses refer to the correlation between satisfaction and factors that affect it. Finding of this chapter is that a case study and an occupant comfort/satisfaction survey are needed to test these hypotheses. The case selected is the town hall of Leiderdorp. The description, analysis and conclusions of this case are included in Chapter 6. First, a research is made on the sustainability of the building and its systems in order to understand the range of the performance gap. Feedback from interviews gives a first insight into users’ perspectives and the existence of a gap. These, along with the aforementioned hypotheses led to the implementation of the survey-questionnaire. The finding of this survey, after a statistical analysis with SPSS, is that three influential factors stand out; users’ environmental awareness, the control they have over the sustainable building systems and the available knowledge and information on the the building. Correlations show that the more these factors increase, the more satisfied users are. Basic conclusions of this research (Chapter 7) are that assessment tools lack of criteria involving users and their satisfaction and comfort and that factors can affect user involvement and satisfaction. These indicate that the relationship between sustainable building performance and user satisfaction can be shaped by the mentioned factors, which function as stepping stones of maintaining sustainability. The suggestion (Chapter 8) is an evaluation model that will include concepts as BPE and POE and an outline of some basic criteria based on the results from the survey and the literature reviews, for monitoring and maintenance strategies. These criteria symbolize users’ involvement and as described in the thesis, include factors that affect users’ satisfaction and similar surveys.
A. Mamalougka Prof.dr.ir. J.D.M. van Hal, Dr. E.M. van Bueren, Ir. A.J. van Doorn
For further information please contact the section Construction Management Engineering, 015 2784774 Email:
[email protected]
58 | Master’s Theses July 2013
6
Construction Management Engineering
Public project manager’s perspective on project success
The determination of project success is dependent on the perspective taken to look at it. Determining success occurs by means of a set of standards, the success criteria, which are studied in this research. There is a lot of literature on project success, but it only very limitedly relates to the public sector. This research aims at closing the now existing knowledge gap and identifying the success criteria relevant for the public project manager. By means of Q-methodology, a method of studying subjectivity, the individual views on project success of 28 interviewed public project managers were assembled and analysed. Beforehand the Q-sample was identified: the complete list of criteria relevant for the public project manager. This list was formulated through studying literature and executing test interviews. In determining this Q-sample, two important conclusions were drawn. Firstly, since literature focuses mainly on the private sector, many criteria are too commercially-oriented to reflect the public organisation’s nature; in these cases the public equivalent of the private sector criterion is determined. Secondly, a number of criteria presumed relevant for public sector success determination are not found in literature. The final subset of relevant public sector criteria consists of the following 19 criteria: Delivered on time; Continuation of client organisation; Effect on the professional image of client organisation; Efficient use of available resources; Fit for purpose; Good working relationship with contracting partners; Impact on the environment, sustainability; Learning opportunities for client organisation; Personal growth and development; Profitability for contractor; Project specific political or social factors; Quality; Right process is followed; Safety; Satisfies needs of project team; Satisfies needs of shareholders; Satisfies needs of stakeholders; Satisfies needs of users; Within budget. In Q-methodology the respondents are asked to rank the criteria from most to least important to determining project success from their perspective. In the analysis phase three collective perspectives on the subject were extracted. A collective perspective is the view shared by a group of respondents with similar views on the topic; the Q-sorts of members of this group are highly correlated with each other, and share only limited correlation with respondents holding another perspectives.
Student: Thesis Committee:
Perspective 1: Holistic and cooperative leadership This perspective is shared by a group of technically educated public managers, who value safety above all other criteria. The managers seem to take on an analytical approach towards arising issues and problems. Through the process the managers keep a holistic view, not focusing on details, but on the project as a whole. This perspective stresses the importance of cooperation and stakeholder satisfaction. Whereas no value is attached to the so-called ‘right’ process. Perspective 2: Socially engaged, ambiguous manager This perspective is shared by public managers at the local and regional level. What binds these project managers are environmental factors – the governmental level at which they execute their task and their (close) contact with the politician responsible – as well as their seemingly socially engaged attitude towards their projects: they aim at improving their city or region, not just executing a project. They share an ambiguous view in which they do not clearly prioritise their criteria. Perspective 3: Execution of top-down imposed assignment These public project managers do not have direct contact with the politician responsible for their project, but they are still very much influenced by the politician and his decisions. The political promise made by their political level is translated into a quantifiable goal in project execution: the timely delivery of the project. Meeting this project promise is the main priority in their projects. A number of the criteria identified in this research as being relevant for public sector success perception were not previously named in other literature. Through this study, however, their formerly presumed relevance has been endorsed. Furthermore, the identification of the three perspectives provides us with a new understanding on the way public project managers approach their projects.
C.L. van Loenhout Prof.ir.dr. M.J.C.M. Hertogh, Ir. L.P.I.M. Hombergen, Drs. M. Leijten, Ir. L.S.W. Koops
For further information please contact the section Construction Management Engineering, 015 2784774 Email:
[email protected]
59 | Master’s Theses July 2013
6
Construction Management Engineering
Flexibility of the DBFM contract Research into flexibility of DBFM contracts for transportation infrastructure A DBFM contract is a contract model in which the design, building, financing and maintenance of an asset is integrated into one single contract. Since 1999 DBFM has been increasingly applied in the infrastructure sector by the Dutch government, whereas the contract model is said to be inflexible compared to conventional contract models. This is a problem for the public sector client as DBFM contracts are long term contracts (15 – 30 years) and as such resources could be tied up that could also be used elsewhere. Therefore this MSc thesis questions what flexibility is offered by the change procedure [Dutch: wijzigingsprocedure] in the DBFM contract for Dutch infrastructure projects and how the interests of the contracting parties and the financiers of DBFM play a role therein. The research objective has been to propose recommendations for improving the DBFM approach on infrastructure projects. Four Dutch case projects (DBFM projects N31, A59, HSL-Zuid and A12) were studied and interviews with different stakeholders of DBFM were held to answer the research question. It is seen that changes that were concluded in the case projects – after the realisation was finished as this is the long term – have an external origin largely (95%). Further it was observed that the involvement and the interests of the financiers have a bearing on the behaviour of the contracting parties of DBFM. It has become clear that the role that the contracting parties have influences their attitude to risk.
Student: Thesis Committee:
Figure 1 ‘Scale’ of integrated contract models (free from Altamirano 2010:96) The conclusion to the research question is that the change procedure provides the flexibility to put into effect minor changes in the current DBFM contract, whereas it is unknown how the DBFM contract can put major changes into effect. Moreover, as flexibility is a non-distinct ability of the DBFM contract it cannot be viewed from one viewpoint only. The Thesis presents 8 recommendations, which emphasise that in DBFM projects the parties should not focus on the change procedure when it comes to flexibility but on (interpersonal) collaboration instead. Further in the DBFM approach it is important to engineer flexibility on beforehand. This implies that DBFM practitioners should draw scenarios for major changes and moreover that DBFM should not be applied if the scope of the project is unclear or if causes of changes cannot be mitigated (properly).
J.M. Roosjen Prof.ir.dr. M.J.C.M. Hertogh, Ir. L.P.I.M. Hombergen, Dr. F.A.M. Hobma, Ir. M. Roelofs
For further information please contact the section Construction Management Engineering, 015 2784774 Email:
[email protected]
60 | Master’s Theses July 2013
8. Last year’s Civil Engineering Theses
7
Last year’s Theses
Master’s Theses February 2013 Civil Engineering theses
Building Engineering Structural safety Heijmans Utiliteitsbouw Student: G.W. Dijkjshoor
Framework for a risk informed maintenance strategy for deteriorating hydraulic structures Student: T. Rupke
The Zalmhaven tower Student: S.J. ten Hagen
Crushed demolition waste Student: W. Schwertmann
Feasibility study on extended high-rise buildings Student: H.R. Herfst
Evaluation of Stress Concentration Factors (SCF) in Multiplanar Tubular Joints Student: L. Zhao
A Parametric Structural Design Tool for Plate Structures Student: D. Liang Egress as Part of Fire Safety in High-rise Buildings Student: Y. Sun
Structural Engineering Effect of different lab mixing procedures on mechanical characteristics of recycled asphalt mixtures Student: A. Chacho Fracture Mechanics Assessment based on BS 7910:2005 Student: A. Akyel The feasibility of removable prefab diaphragm walls Student R. Amaarouk Prediction and analysis of vibrations due to the installation of sheet piles Student: A.S. Ramkisoen Computational Modelling of Masonry Structures Student: J.R. van Noort Feasibility study for FRP in large hydraulic structures Student: L. Kok A Comparison of prediction models for soil vibrations induced by underground trains Student: K. Mitsopoulos The wear behaviour of arch bridge bearings Student: N.J. Narain Shear Capacity of Concrete Structures Influenced by Concrete Strength Variation in the Width Direction Student: S. Petrocheilos Nonlinear dynamics of a crawler-VTS connector for the deep sea mining Student: S.F. van der Horst
Hydraulic Engineering The interaction between bed-load transport and dune orientation Student: D. Weij Hydraulic analysis of a flood channel Student: J. Winkelhorst Port master plan for the Port of Beira, Mozambique Student: J. van der Meer A generic quantitative damage description for rubble mound structures Student: M.J. Disco Stochastic effects of dredge plumes Student: E.J.C. Dupuits Feasibility study for FRP in large Hydraulic structures Student: L. Kok Sediment transport on the ‘Holland Coast’ shoreface Student: P.P. Knook Wave overtopping at rubble mound breakwaters with a non-reshaping berm Student: J.C. Krom Nederrijn recanalization design using and testing Systems Engineering Student: H. Tuin Study on barriers in Mekong Delta Vietnam Student: R. Tromp ‘The deltadike concept and the effectiveness of various dike reinforcement alternatives’ Student: S.F. Hengst A probabilistic design of a dike along the Senegal River Student: A.F. Henny
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Last year’s Theses
Convex coastline induced rip currents at the Sand Engine Student: G. Schlooz The Polder Terminal: A risk based design by Kasper Lendering Student: K. Lendering Numerical and experimental research of wave interaction with a porous breakwater Student: B. Mellink Suspended Sediment and Light Attenuation Characteristics in Singapore Waters Student: T.H. Loong Effectiveness of sensors in flood defences Student: T.N. Spaargaren The influence of suspended sediment on effective hydraulic roughness from tidal damping aspect Student: B. Jiang Scour below the toe of breakwaters Student: D. Papadopoulos
Watermanagement Stepwise improvement of topography driven conceptual model structures in the Mahurangi catchment, New Zealand Student: L.J.E. Bouaziz The influence of DE-ICING salt on the remobilization of heavy metals in an artificial wetland Student: M.K. de Koning Subsurface water recovery in the Amsterdam Water supply Dunes Student: J.A.C. de Goede Hydrodynamic Models Student: J.A.B. Post The significance of flood duration for flood damage assessment Student: D.J. Wagenaar Influence of variation in the natural water quality matrix on advanced oxidation processes Student: F.H.M. de Groot Removal of organic micro pollutants in batch experiments mimicking riverbank filtration Student: F.C. Kramer
Effectiveness of Silt Screens Student: M. Radermacher A parametrich study concerning estuary mouth dynamics and inlet closure Student: V. Moerland “The Role Of mangroves in the design of coastal dikes – Hydrodynamic and Cost Related Aspects” Student: A.Tusinski
Transport & Planning Alternatief voor het Schenkviaduct: Student: R. Arfy A modelling approach on roadside accidents Student: J.H. van Petegem Forecasting door-to-door travel time variability caused by incidents Student: B. Wesseling
Geo Engineering Reconstitution of sensitive clays Student: G.J. Meijer The observational method; a safe application of the method for building pits Student: M. Korevaar On the modelling of installation effects on laterally cyclic loaded monopiles Student: T. de Blaeij
Performance comparison between the Dutch and European signalling system at bottlenecks Student: N.T.J. Huurman The Variability of Traffic in Congestion Forecasting Student: R.M. Smid Freeway Work Zone Driving Behaviour Student: R.Voorrips Running time supplements in the train timetable: Student: G.M. Scheepmaker
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Last year’s Theses
Master’s Theses November 2012 Civil Engineering theses
Engineering A search for structural applications of transparent plastics in the building industry Student: M. de Graaff The future of BIM and the construction industry Student: R. Legierse
Structural Engineering
Human error in structural engineering Student: J. de Haan Pile Penetration Simulation with Material Point Method Student: L.J. Lim Variant studie Spoorbrug in vvUHSB. Student: K. ten Pas
Design and modelling of cooling water intake risers for deep ocean applications Student: R. van Vliet
Dimensioneren van bouwkuipen in D berekeningsmodellen Student: S.V. Bhagirath
Shear Capacity of Reinforced Concrete Slabs under Line and Wheel Load Close to the Support Student: P.H.A. van Hemert
Finite element modelling of near field underwater noise generated by offshore pile driving Student: G. Kaushik
The transition between one-way shear and punching shear Student: J. Doorgeest
Probability analysis of Life Cycle Cost of bridges with different preventive measures and repair methods Student: Y. Pan
Experimental determination of bearing capacity of transversely prestressed concrete deck slabs Student: M.W.J. Vugts
FEM modeling of fiber reinforced composites Student: E. Jongejans
Three-dimensional numerical analysis of tunnelling induced settlements. Student: J.M.J. Kappen Characterisation, non-destructive detection and strength of compression failures in tropical hardwood Student: H.P. Kuisch Soil-structure interaction modelling in performance-based seismic jetty design Student: F. Besseling
Cracking at the unheated side of a tunnel during the heating and cooling phase of a fire Student: S. van Aken Wind Induced Vibrations of frUHSC Bridge decks Student: E. Bosman
Hydraulic Engineering Feasibility Study of an artificial sandy beach at Batumi, Georgia Student: C. Pepping
Feasibility study for a standard viaduct Student: A. Gangaram-Panday
Influence of dredging on Columbia River Mouth morphology Student: J. Stark
Feasibility study on fiber reinforced polymer cylindrical truss bridges for heavy traffic Student: M. Chlosta
Static and dynamic loads on the first row of interlocking, single layer armour units Student: M.A. van de Koppel
Optimal Design of a module structure with sheeting Student: J. Xu
Modelling the anisotropy of turbulence with the SWASH model Student: T. Bogaard
Use of high strength steel grades for economical bridge design Student: E. Gogou
Stability of open filter structures Student: S.A.H. van de Sande
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Last year’s Theses
Water level analysis based on North Sea storms Student: M.S. de Jong Gate Design For Large, High Head Locks Student: J. Doeksen
“Traffic induced vibration in floating thoroughfares” Student: E.J. Kaspers
Sustainability as a Procurement Criterion for Port Investments Student: E.F.M. Broesterhuizen
Innovative guidance structure Student: P. Spruijt Robust design in structural engineering Student: C. Bus Coal transport Kalimantan Student: B.C.Joppe
The influence of the wave height distribution on the stability of single layer concrete armour units Student: S.A.A. Zwanenburg Simulating Barrier Island Evolution Student: J.P. den Bieman
Parametrisch ontwerpmodel Student: P. van den Noort
RAMSSHEEP analysis: a tool for risk-driven maintenance Student: W. Wagner
The future of the Oosterschelde with a new inlet channel Student: R.A. de Bruijn Development of a generic automated instrument for the calibration of morphodynamic DelftD model applications Student: R.W. Hasselaar Stevin Outlet Sluices, wave impact under a beam Student: G.M. Hofste Numerical modelling of Colorado sandbar growth Student: B.J. Nieuwboer
The morphological impact of the deepening of the deep foreshore on the Dutch coast Student: T. van Walsem
Hydraulic Engineering – COMEM Domain Calculation of Wave Forces using REEFD Student: A.M. Kamath One-Dimensional Viscoelastic Simulation of Ice Behaviour in Relation to Dynamic Ice Action Student: M. Yazarov
Geo-Engineering Floating Piles Student: J.G. Bol
Golfrandvoorwaarden in havens Student: S.P. Reijmerink Sedimentation-velocity in jet induced flow Student: W.J. Siteur Determining vessel motions in a harbour due to waves Student: P. van der Ven Relative Density of a Sand Fill Student: W.C.N. Vessies Reliability of Quay Walls Student: H.J.Wolters Innovative design for lock gates Student: S. Zel Taat
Watermanagement Pluvial flood damage modelling. Student: L. Sterna On the Topographic Classification of the Chemoga Watershed, Ethiopia Student: F.B.M. Desta
Cold CANON: Anammox at low temperature Student: C. Fei Judgment under Uncertainty Student: S. Malek Pour
Upflow limestone contactor for soft and desalinated water Student: P.B. Do
Innovative Design of Gully Pot for Preventing Big particles Clogging Problem Student: Q. Hao
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Master’s Theses November 2012
Evaluation of hazard classification systems Student: W. Novalia Financial Sustainability of Rural Water Supplies in Western Kenya Student: A. Adams Water quality in bathing waters Student: I. Blommers Future Threats in drinking water winning from the Afgedamde Maas Student: A.H. Knol Transition experiments in Amsterdam; Student: N.I. Lugt Bonding and Bridging in Capacity Development Networks Student: M.M. Pieron Influence of wave climate schematisation on the simulated morphological development of the Western Scheldt entrance Student: B.W.F. van Rijn Evaluate two different PAC operations in combination with submerged ceramic MF membrane in surface water treatment Student: C. Yun
An Assessment Framework for the Speed Policy on Dutch Motorways Student: J. Kuijvenhoven Development of a prediction model for speed limit violations on tangent roadsections. Student: M. Zamanov Realised capacity estimation with use of vertical queuing method Student: M.J. Veenstra Quality assessment of an urban traffic network Student: T. Blanken The Effect of Network Structure and Signal Settings on the Macroscopic Fundamental Diagram Student: D. de Jong
Construction Management Engineering Combining Early Contractor Involvement and Availability-Based Contracting in Complex Infrastructure Projects Student: A. Beekers Assessing the Benefits of Construction Site Data Management Student: M.S. Moran Applying the Supply-driven integrated design approachStudent: M.A. Moreno Sanchez
Phosphorus removal by ceramic tight ultra-filtration (CTUF) membrane for RO pre-treatment Student: Z. Zeng Farmers’ Strategies Coping with Water Shortage; Student: B. Zhang Struvite Crystallization and Separation in Digested Sludge Student: W.J. de Buck
Transport & Planning Measuring the influence of congested bottlenecks on the route choice behavior of pedestrians at Utrecht Centraal Student: H.A.W. Voskamp A Framework for the Modelling and Ex-ante Evaluation of Coordinated Network Management Student: X. Zhang
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Last year’s Theses
Master’s Theses June 2012 Civil Engineering theses
Building Engineering A user-centred re-design of indoor comfort Student: B.C.M. van Agtmaal Reusing Knowledge at Van Rossum BV Student: J. van Ballegooij Investigation of damping in high-rise buildings Student: R.L.J. van den Berg
Fire safety design of a high-rise timber building Student: G. Longhi In-situ fire spalling testing applying a mobile furnace 29 Student: B.I.E. Pieters Experimental and Numerical Characterization of Membrane Adhesive Bonding Strength on Orthotropic Steel Deck Bridges Student: Y. Yang
Tensile-compression ring; a study for football stadia roof structures Student: I. Boom
Frost Salt Scaling of Blast Furnace Slag concrete Student: S. Leurs
Heat flux roofs Student: F.L. Gunnink
Segment-joint capacity of the Kiltunnel Student: I. Schols
Hydraulic Engineering
Stapelen met houtskeletbouw Student: T. Hoekstra
Process-based modelling of the Maumusson inlet (France) Student: E.W.J. Bergsma
Building Envelope Refurbishment of Multi-residential Postwar Buildings – Investigation via a case study Student: A. Loukopoulou A building method for precast concrete high-rise buildings Student: M.L. van der Meij
Structural Engineering Optimisation of a high strength concrete plate bridge Student: T.J.P.M. de Goede Evaluation of the structural pavement condition by means of longitudinal profile data Student: J.A. Alleman
Bow Thruster Currents at Open Quay Constructions on Piles Student: R. van Doorn Nourishing intertidal foreshore: Improving safety and nature Student: L. de Graaf Flood protection and marine power in the Wash estuary, United Kingdom Student: B. Hofschreuder Impact Assessment of Extreme Storm Events Using a Bayesian Network Student: D. Knipping
2D Numerical Analysis of Settlement Damage to Buildings: Student: B.W.P. Albers
Ontwerp gekromde roldeur Nieuwe Zeesluis IJmuiden Student: B.M.I. van Kortenhof
Crack width in reinforced steel fibre concrete Student: R. Cederhout
Decision alternatives for the safety of the Eastern Scheldt Student: W.J. Leeuwdrent
Effect of TIG-dressing on fatigue strength and weld toe geometry of butt welded connections in high strength steel Student: S.H.J. van Es
Effect of removal of the Oosterschelde storm surge barrier Student: P.D. de Pater Morphodynamics of mega-nourishment Student: T. Pekkeriet
Tunnel induced settlement damage: A case study to improve damage prediction for façades Student: L.A.J. van Kessel
Simulating & classifying large-scale spatial sand-mud segregation Student: F. Scheel
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Last year’s Theses
Alternate-bar formation under superresonant conditions Student: W. Verbruggen
“Stappen in de afvalwatercalculator” Student: T.W. Padmos
Nearshore currents and swimmer safety in the Netherlands Student: R.C. de Zeeuw
Enhancing the applicability of the polder concept Student: E. van der Pal
Impacts of waves and sea level rise on ports due to climate change Student: L.A. Pham
Hydraulic Engineering – COMEM Domain Sediment Dynamics of Beach Cells under Oblique Swell Waves Student: M.J. Armstrong Feasibility of a Marina port along the Buenos Aires coast, Argentina Student: R. Camarena Calderon Technical Feasibility and Economic Potentials of Using LNG as Alternative Marine Fuel Student: L. Jin Mega Container Ships: Implications to Port of Singapore Student: L. Liyenita Widjaja
The morphological impact of the creation of a reservoir Student: J. van der Zwet Ceramic Microfiltration Student: M. Li
Transport & Planning Analysis of Pedestrian movements at Lowlands Student: D.C.Duives Possibilities to implement coordination in an adaptive traffic signal control system Student: D. Petres Provinciale Toepassingen voor Wegverkeersgegevens: Student: J. Vries Paramaribo beter bereikbaar Student: M.E. Flu To Tram or Not To Tram Student: T. Bunschoten
The Mekong Deltaic Coast: Past, Present and Future Morphology Student: P.K.L. Phan Video-based nearshore bathymetry estimation for Rip current forecasting on a macrotidal beach Student: R. Sasso Innovative Structure Solution for Discharge Sluice at Vung Tau Go Cong Viet Student: H.S. Truong
Geo-Engineering Dimensioning of underwater concrete floors Student: R.T. Arkesteijn Validation of a practical constitutive model for liquefaction Student: A. Petalas
Watermanagement A framework to assess the realism of model structures using several hydrological signatures Student: T. Euser
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Last year’s Theses
Master’s Theses March 2012 Civil Engineering theses
Building Engineering
Hydraulic Engineering
Connecting Modular Floating Structures Student: M.J. Koekoek
Primary dikes in Limburg Student: L.M. Groendijk
Adaptibility of structures Student: A.J. van Westenbrugge
Flooding and sediment management on the Koshi alluvial fan Student: E.M. Hooning
Reinforcement Toolbox Student: J. Lauppe
Erosion in the tide-influenced Rhine-Meuse delta Student: T. Smits
Timber stadium Engineering Student: T. van den Boogaard
The Lagos coast Student: K.M. van Bentum
Medium rise timber buildings in the Netherlands Student: S. van Egmond
Impact of re-surfacing groins on hydrodynamics and sediment transport Student: A. Hendriks
Structural feasibility of a demountable football stadium Student: M. Loosjes Prestaties van thermisch comfort installaties in NL Student: P.C.M. Zegers
Probabistic Modelling of Extreme Beach erosion using XBeach Student: M. Riesenkamp Edge scour around an offshore wind turbine Student: E. Simoons
Structural Engineering Vortex-induced vibrations of suspended floating pipelines Student: N.E. Oikou
Process-based modelling of morphological response to submerged breakwaters Student: R.J. Vlijm
Torsion in ZIP bridge system Student: E. van Vliet
Dune erosion near sea walls Student: B.B. de Vries
Feasibility of using activated paper sludge recycled minerals Student: M. Ahammout
Flexible scour protection around cylindrical piles Student: G. van Velzen
Progressive collapse in design of bridges Student: S. van Wijk Interaction between plate and column buckling Student: A. van Ham Most cost effective connection between arches Blalobridge Student: H.R. van der Land Feasibility of Tall Timber Buildings Student: S.G.C. Timmer
Pre-Posterior Bayesian Analysis Student: S. Al-Baz Baggerpluimen – Ecologische risicoanalyse Student: J.H. Becker The floating construction method Student: R. Hendriksen The feasibility of a commercial osmotic power plant Student: R. Kleiterp Differences between a 3 dimensional probabilistic and the traditional method of berthing structure design Student: J. Kool
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Last year’s Theses
Risk to life due to Flooding in post-Katrina New Orleans Student: A.L. Miller
Biofouling and organic micropollutants rejection Student: N.T. Quach
Rip Current Characteristics at the Dutch Coast Student: G. Winter
Operationalization of SoilDTS Student: J.H.A.M. Jansen
Port of Rotterdam Anchorages Study Student: S.B. Devillé
The world’s freshwater resources are threatened Student: M. Hegnauer
Sedimentation in the Botlek Harbour Student: A. El Hamdi
Transport & Planning Study of evacuation behaviour during a flood Student: S.L. Hek
Coal transport Kalimantan Student: B.C. Joppe Analyzing the hydraulic design for the new basin in the IJmuiden outer harbor Student: P. Kaufmann Pump jets in inland vessels Student: J.R.C. Manaois Optimizing the passage of fast ferry navigation at the Schellingwoude lock complex Student: M.J. Rispens Flexible Port Infrastructure on Maasvlakte 2 Student: R. Ros Development Plan Dordrecht Seaports Student: M.J. Verhage
Geo-Engineering Time dependent processes on passive loaded piles Student: K. Siderius Modelling and Effects of Rapid Impact Compaction Student: J. Vink
Watermanagement Analytical Modeling of Salt Intrusion in the Kapuas Estuary Student: F. Gevers Deynoot Moisture Recycling and the effect of land-use change Student: R. Nikoli Memstill for wastewater: Effects of surfactants in the feed solution Student: N.T.T. Hung
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Last year’s Theses
Master’s Theses October 2011 Civil Engineering theses
Building Engineering Application of Higher Strength Concrete in Tubular Structures Student: H. Balbaid Sustainable and Durable Redevelopment Student: E. Bilardie Optimising the design of a steel substructure for offshore wind turbines in deeper waters Student: F.P.M. van Gerven Testing the application of CFD for building design Student: S.R. Hunte Ultra High Performance Concrete in Large Span Shell Structures Student: R.N. ter Maten
Fatigue damage in the orthotropic steel deck with respect to the trough-to-deck plate joint in between the crossbeams Student: J. Liao Automatic Buckling Checks on Stiffened Panels Based on Finite Element Results Student: O. Hillers Autogenous shrinkage of cementitious materials containing blast furnace slag Student: R.M. Mors
Hydraulic Engineering Morphological modeling of the Atrato river delta in Colombia Student: S. Post Navigability at an unstable bifurcation Student: F.C.R. Melman
Glass Columns Student: E. Ouwerkerk Fatigue Design of FSPO topside details Student: B. Siegler
On the morphodynamics of Lagos Harbour Student: V. Ballendux Tidal divides Student: J. Vroom
Super high-rise in Rotterdam Student: U.M Winter Triple-layer membrane structures - Sound insulation performance and practical solutions Student: J.J.E. de Vries
Risk-based control of salt water intrusion for the RhineMeuse Estuary Student: M. Zethof Modelling Sediment Transport in the Swash Zone Student: A. van Rooijen
Structural Engineering Shearforce in immersed tunnels Student: D.A.W. Joosten
Dune erosion near sea walls Student: B. de vries
Mega Floating Concrete Bridges Student: A.H. Saleh Communicating ‘structural’ design options Student: T.K. Uijtenhaak Shear Redistribution in Solid Concrete Slabs Student: J. Falbr The effect of the increase of concrete strength in time on the failure mechanism of beams and one-way slabs Student: L.F. Soto
System description Noord-Holland coast, a review of the nourishment strategy applied. Student: R. Pot Modelling decadal barrier island behavior Student: K.W. Pruis Notional Permeability of breakwaters Student: R. Kik Earthquake analysis of quay walls Student: J.W. Liang
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Last year’s Theses
Preparing a long term management plan for the future of the Slufter Student: R. Heerema
Rainfall fed inundation in greenhouse dominated polders; Research of water system assessments Student: B.C. Albers
The behaviour of a moored oil tanker in the Port of Leixões, Portugal. Student: M. van der Wel
Prediction of temperature distribution in a Drinking Water Network Introduction Student: L. Magda
Interaction between loaded barges and bed material Student: R. J. Lenselink
A new suit for the IJsselmeer Student: J. Talsma
Goederenvervoer over water Student: R. van Liere
A fresh-keeper for Noard Burgum Student: M.J.H. van der Valk
Preliminary study of the flushing operations in the Langmann reservoir, Austria Student: V.J.E. den Boer
Transport & Planning The use of probe data from consumer GPS navigation devices for the analysis of controlled intersections Student: A.M. Meijer
Process-based modelling of coastal dune development Student: M.C. Muller Modelling the interaction between morphodynamics and vegetation in the Nisqually River estuary Student: M. Monden
Geo-Engineering Het opstellen van een richtlijn voor partieel funderingsherstel Student: S. De Lange Time dependent processes on passive loaded piles Student: K. Siderius
Watermanagement Land classification based on hydrological landscape units Student: S. Gharari Urban surface water quality enhancement. Student: M.R. van Dieren Unembanked Areas – A risk assessment approach Student: M. Wolthuis Performance assessment of tree-based model predictive control Student: P.M. Stive
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Research Groups and professors within the faculty
Research groups and professors within the faculty of Civil Engineering and Geosciences
Specialisation
Name
Telephone 015-27. . . . .
Design and Construction Construction Mechanics Research Group Construction mechanics Dynamics Structural Mechanics
Prof.dr.ir. J.G. Rots Prof.ir. A.C.W.M. Vrouwenvelder Prof.dr.ir. L.J. Sluys
83799 84782 82728
Materials Science and Sustainable Construction Research Group Materials and Environment Prof.dr.ir. K. van Breugel
84954
Road and Rail Construction Research Group Road and Railway Construction
84812
Prof.dr.ir. A.A.A. Molenaar
Building and Civil Engineering Structures Research Group Concrete structures Prof.dr.ir. J.C. Walraven 85452 Concrete modelling & materials Prof.ir. A.Q.C. van der Horst 87014 Timber structures Prof.dr.ir. J.W. van de Kuilen 82322 Steel structures Prof.dr.ir. J. Wardenier 82315 Structural and Building Engineering Prof.ir. F.S.K. Bijlaard 84581 Utility buildings Prof.dipl.ing. J.N.J.A. Vamberský 85488 Product Design Research Group Methodical Design
Prof.dr.ir. M.J.C.M. Hertogh
84921
Prof.dr.ir. G.S. Stelling Prof.dr.ir. W.S.J. Uijttewaal Prof.dr.ir. J.C. Winterwerp Prof.dr. J.D. Pietrzak
81371 81371 84582 89455
Hydraulic Engineering Fluid Mechanics Research Group Fluid Mechanics Environmental hydro informatics Sediment Dynamics Physical Oceanography
Hydraulic and Offshore Engineering Research Group Probabilistic design and Hydraulic Structures Prof.dr.ir. J.K. Vrijling 85278 Coastal Engineering Prof.dr.ir. M.J.F. Stive 84285 Ports and Inland Waterways Prof.ir. T.Vellinga 85075 River morphology & River Engineering Prof.dr.ir. H.J. de Vriend 81541 Hydraulic Engineering Prof.dr.ir. W.S.J. Uijttewaal 81371
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Research Groups and professors within the faculty
Specialisation
Name
Telephone 015-27. . . . .
Water Management Sanitary Engineering Research Group Sewerage Waste Water treatment Drinking Water
Dr.ir. F.H.L.R. Clemens Prof. J.H.J.M. van der Graaf Prof.ir. J.C. van Dijk
83347 81615 85227
Prof.dr.ir. H.H.G. Savenije Prof.dr.ir. N.C. van de Giesen Dr.ir. T.N. Olsthoorn
81433 87180 87346
Prof.dr. W.G.M. Bastiaanssen Prof.dr. W. van Vierssen
85717 85080
Prof.dr.ir. B. Van Arem Prof. Ir. F.C.M. Wegman Dr. R.A. Zuidwijk Prof.dr.ing. I.A. Hansen Prof.ir. F.M. Sanders Prof.dr.ir. S.P. Hoogendoorn
86342 83346 85279 81780 85475
Prof.dr. S.B. Kroonenberg Prof.dr. S.M. Luthi
86025 86019
Petroleum Engineering Research Group Oil- and Gas production systems Reservoir Technology Reservoir Engineering
Prof. P.K. Currie PhD Prof. W.R. Rossen Prof.ir. C.P.J.W. van Kruijsdijk
86033 86038
Applied Geophysics and Petrophysics Geophysical Imaging Methods Technical Geophysics
Dr. W.A. Mulder Prof.dr.ir. C.P.A. Wapenaar
83666 82848
Geo Engineering Research Group Groundwater mechanics Foundation Engineering Underground Space Technology Geo environmental engineering
Prof. F.B.J. Barends Prof.ir. A.F. van Tol Prof.ir. J.W. Bosch Prof.dr. J. Bruining
85423 85478 82844 86032
Water Resources Research Group Hydrology Water Resources Geohydrology Water Resources Management and Earth Observations Science System Assessement
Transport & Planning Transport Planning Traffic Safety Transport and Traffic Networks Traffic and Transport Facilities Infrastructure Planning Traffic Flow Theory and Simulation Applied Earth Sciences Applied Geology Research Group General Geology Production Geology Resource Engineering Research Group
75 | Master’s Theses July 2013
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76 | Master’s Theses July 2013
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Civil Engineering and Geosciences Stevinweg 1 PO Box 5048 2600 GA Delft The Netherlands T +31(0) 15 27 85440 F +31(0) 15 27 87966
Collection of Master’s Theses July 2013
