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Collection of Master’s theses

July 2010

Civil EngineeringStevinweg 1PO Box 50482600 GA DelftThe Netherlands

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


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

Collection of Master’s Theses


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

July 2010

2 | Collection of Master’s Theses July 2010


Table of Contents 3Preface 7Explanation of the graduation book 9

Civil engineering theses 11

Structural Engineering 11Simulation of steel-concrete bond-slip with sequentially linear analysis using interface elements 12

Student:S.W.H.Ensink(Environmental) costs in the Dutch civil concrete industry 13

Student:M.R.deMoelSequentially Linear Analysis of Shear Critical Reinforced Concrete Beams 14

Student:A.T.SlobbeThird tier on the Amsterdam ArenA 15

Student:J.F.Y.SmeetsProposal New City Bridge, Nijmegen 16

Student:S.WeusthofCivil engineering theses 17

Building Engineering 17Seismic Risk Mitigation in Greece 18

Student:DimitrisDetsisReinforcing glass with glass: Application of transparent reinforcement in structural glass beams 19

Student:C.C.K.LeungUsage of lifts for the evacuation of high-rise projects 20

Student:R.H.J.Noordermeer“The differences in risks between EPIC and Traditional projects” 21

Student:O.RienksStructural design of ‘The Wave’ 22

Student:S.A.Sligman

Hydraulic & Geo Engineering 23Boussinesq-type wave modelling in port applications 24

Student:JoasBoeyingaMorphodynamic modelling of the Galgeplaat 25

Student:I.L.L.DasMaster plan coastal haven, “Nikas”, Kuwait 26

Student:J.C.S.GeerlingsControlling extreme waterlevels on Lake IJssel 27

Student:RindertdeJongThe evolution of sandbars along the Colorado River downstream of the Glen Canyon Dam 28

Student:L.KempRüttel-Injectiepalen: Ontwerp, proef, monitoring en modellering 29

Student:I.vanKempenWave impact on grass covered outer slopes 30

Student:B.C.MousExperimental research on the effects of a surface screen on a mobile bed 31

Student:SiemTroost

Table of Contents


Table of Contents

Hydrodynamic pressures on large lock structures 32Student:M.Versluis

Salt based dam design in a hyper saline environment 33Student:CarinaWierda

Ontwerp voor de toekomstige Merwedekering 34Student:T.Wijdenes


Watermanagement 35The potency of applied control theory on the river Linge 36

Student:J.W.BronkhorstA fast method to assess biological stability during drinking water distribution 37

Student:T.J.vanDelftPerformance comparison of LP vs. MP mercury vapour lamps 38

Student:JosanneDerksCalibrating a Hydrological Model on Vegetation Data: Application on Drylands 39

Student:Ing.J.A.FlapperHerstellen van de wincapaciteit van de Amsterdamse Waterleiding Duinen 40

Student:M.M.HoudéThe influence of hydraulics and spatial differences on the daily practice within an irrigation system A case study in Arequipa, Perú 41

Student:E.E.KoopmanPrediction of temperature distribution in a Drinking Water Network 42

Student:L.MagdaNood op de Boezem 43

Student:J.W.NelissenStaying ahead of the flood; The influence of higher resolution flood simulation models on the accuracy and visualisation of information. 44

Student:O.K.Pleumeekers


Transport & Planning 45Reconnecting Rotterdam Port 46

Student:AartdeKoningDevelopment of an assessment framework to weigh conventional and unconventional interchange designs based upon literature research and micro-simulation 47

Student:ArjanvanderPalenCoordinated signal control for urban networks by using MFD 48

Student:MaartenStratingMicroscopic interaction behavior between individual pedestrians 49

Student:DirkVersluisAccident modelling of road intersections in The Hague 50

Student:P.H.VoorburgSustainable mobility at urban development 51

Student:YvonnevanZon


Theses Offshore Engineering 53The design of an offshore floating lifting vessel specialized in installing wind turbines 54

Student:YannickVanHoofSelection of limiting Sea States for Offshore Wind Turbine Installation 55

Student:JaapPietersAir-gap assessment during severe weather conditions 56

Student:BartSlingerland

Last year’s Theses 57Master’s Theses March 2010 58Master’s Theses October 2009 60Master’s Theses July 2009 64Research groups and professors within the faculty of Civil Engineering and Geosciences 67


Preface

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

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

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

Prof. Louis de QuelerijDean of the Faculty of Civil Engineering and Geosciences


Explanation of the graduation book

“Collection of Master’s Theses July 2010” contains the summaries of the theses of the students who graduated as Master of Science in “Civil Engineering”, “Transport, Infrastructure and Logistics” or “Offshore Engineering” at the Delft University of Technology.

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 realization 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 “Collection of Master’s Theses July 2010”, whether they are merely average or truly outstanding.

The book’s layoutThe summaries of the various theses are published per Master’s programme and specialization:

The Civil Engineering Master’s programme has five specializations: • Structural Engineering • Building Engineering • Hydraulic and Geo Engineering • Water Management • Transport & Planning

Besides the Master’s programme Civil Engineering, the faculty participates in the following interfaculty Master’s programmes: • The Offshore Engineering Master’s programme • The Transport, Infrastructure and Logistics Master’s

programme

All of the summaries have a similar layout. Call the department in question if you require further details about a specific thesis (the phone number is given at the end of each summary).

Following the new summaries, an overview of all the summaries of last year can be found. These are organized according to the set up of the previous publications.

Within every Master Programme, there are different departments. These correspond to the different specializations within each programme. To make this more clear, an overview of all the specializations is provided in the last pages of this book. Here you can also find the professors who are involved in each specialty.

The aim of the bookThe main purpose of publishing these Master’s theses is to ensure that the outside world is better informed about the research that is carried out at the Faculty of Civil Engineering and Geosciences. It is also hoped that this book will enhance communication with professionals working in this field, and help them to become better informed about the capacities of current graduates.

Further detailsContact the department in question if you require further details about one or more of the published summaries (the phone number is given at the end of each summary). A small charge is sometimes levied to cover the costs of printing and posting a thesis. It is not always possible for us to send complete theses. If you so wish, you can also make an appointment to viewa particular thesis.

Department of Education & Student Affairs015-27 81199 / 81765

Department of Marketing & Communication015-27 84023E-mail: [email protected]

1.

Civil engineering theses

Structural Engineering


1 Structural Engineering

Simulation of steel-concrete bond-slip with sequentially linear analysis using interface elements

For cracking and crack development in reinforced concrete structures bond between steel and concrete is an important factor. In computational modeling bond behavior is often not taken into account and instead a perfect bond is assumed.

Another aspect is that with conventional non-linear concrete fracture mechanics computational problems can arise such as non-convergence or bifurcations. These types of problems become of more importance when dealing with a structure that has a very uniform stress distribution, for instance in the simulation of a tension-pull experiment. Most often the non-linear analysis fails in such cases because cracking will start simultaneously in large parts of the structure.

An alternative method to conventional non-linear analysis is sequentially linear analysis (SLA). The aforementioned problems that can arise with non-linear analysis are non-existent with SLA. In SLA the negative slope of the stress-strain curve for concrete in tension (the softening curve) is replaced by a sawtooth diagram of positive slopes and the incremental-iterative method used in non-linear analysis is replaced by a series of linear analyses.

In this Master Thesis several extensions to SLA for the use of interface- and axi-symmetric elements are made. These extensions are used to simulate the cracking behavior in tension-pull experiments and compared to non-linear analysis. For this the existing SLA software implementation of the finite element program DIANA at Delft University is extended with new code to incorporate axi-symmetric and interface elements.

To examine the local bond-slip mechanism a literature study is carried out. From this study it becomes clear that bond-slip is not only dependent on material properties but also on structural properties. To derive a bond-slip relation a bond model (developed by Den Uijl & Bigaj) is used in the calculations. This bond model is extended with a sawtooth generator to approximate the bond-slip curve for use with SLA.

A calculation of a tension-pull experiment is performed using standard non-linear analysis as well as SLA. In the non-linear analysis it proved impossible to retrieve a primary crack pattern without the use of material imperfections. With SLA a very similar primary crack pattern is retrieved without the use of any material imperfections. This proved that material imperfections are not necessary when using SLA.

A variety of tension-pull experiments that consist of long reinforced columns with various reinforcement ratios, concrete qualities, rebar diameters etc. are simulated using SLA. The results of the calculations show the influence the different parameters have, in particular the inclusion of bond-slip, on the fully developed primary crack pattern. Finally a simply supported reinforced concrete beam is calculated with and without the inclusion of bond-slip. This shows that with the inclusion of bond-slip cracks become less diffuse and much more localized.

Student: S.W.H.EnsinkCommittee: Prof.dr.ir. J.G. Rots, Dr.ir. M.A.N. Hendriks, A.V. van de Graaf MSc, Ir. J.A. den Uijl, Ir. L.J.M. Houben

ForfurtherinformationpleasecontactthesectionofStructuralEngineering,+31(0)152788275



In the last decades the concerns about the environment have increased. This has led to several political agreements to lower the emissions into the air, water and soil. Those agreements are translated into legislation and standards. A new development in the Dutch civil engineering industry is that project-based emissions are considered in the determination of the preferred bidder. This development led to the following question: ‘What are the consequences for the Dutch civil engineering concrete industry if beside the costs also the environmental costs are considered?’

The study considers the life cycle, from harvesting the raw material till the completion of the concrete structure. These life cycle phases are from environmental point of view the most important phases for a civil engineering project. The study consists of the following three parts: • A parameter study is performed to compare the

several databases and to determine the emissions for the nine environmental effect categories.

• A model is build which determines the execution time and the direct and environmental costs for the execution of a concrete element. Where the set-up of the model is shown in the schematic scheme for a single element.

• The consequences for a reference project are checked by evaluating the following research questions: - In-situ versus prefab construction - Regular versus high strength concrete - Regular versus accelerated hardening

The most important conclusions from the study are that, the environmental costs are approximately 10% of the direct costs. The production phase and particular the production of steel and cement are the main environmental costs drivers, because of their high energy demand. And that the emission of green house gasses, contributes to the biggest component of the environmental costs. This is mainly cause by the emission of CO2.

(Environmental) costs in the Dutch civil concrete industry

Student: M.R.deMoelCommittee: Prof.ir. A.Q.C. Van der Horst, Ing. W Boekhold (BAM Civiel Noordwest), Dr.ir. A.L.A. Fraaij,

Ir. W.J. Bouwmeester – van den Bos, Ir. L.J.M. Houben (TU Delft)




Sequentially Linear Analysis of Shear Critical Reinforced Concrete Beams

Sequentially linear analysis (SLA), as alternative to nonlinear finite element analysis, uses a series of linear analyses as a sequence of “events” resulting in the avoidance of convergence- and bifurcation problems. For this approach, the softening curve of negative slope in the constitutive stress-strain relation is replaced by a discretized, saw-tooth diagram of positive slopes. It makes the SLA-method attractive to analyze large-scale brittle structures.

The research objective of this graduation project is to find a robust way of modeling shear critical reinforced concrete beams. Such beams fail by shear failure mechanisms, which are generally brittle of nature and often accompanied with sudden, large crack formations. The main research question is whether SLA is able to simulate the brittle failure behavior of shear critical beams or not. In order to answer this question, sequentially linear analyses are performed on tested shear critical beams. The results of these analyses are assessed in relation to results of comparable performed, nonlinear analyses and the experimental results.

In the analyses a fixed crack model is employed, for which shear retention properties must be addressed. It appears that the choice for either a constant or a variable shear retention relation considerably affects the numerical results. Sequentially linear analyses, using a variable shear retention relation, are able to simulate the brittle failure behavior of the experiment properly, both in terms of load-displacement response and crack development. The sensitivity of the obtained results from these analyses, with respect to mesh refinement, the adopted amount of fracture energy and the size of the finite element beam model is investigated.

Furthermore a rotating crack model is implemented in the current SLA-code, which was till now only based on a fixed crack model. For the implementation first a rewriting of the rotating crack concept was needed in terms of SLA-principles. Subsequently, the rewritten concept is implemented in the existing SLA-code, after which different tests are executed. The results of these tests are compared with nonlinear analysis using a rotating crack model.

Student: A.T.SlobbeSupervisors: Prof.dr.ir. J.G. Rots, Dr.ir. M.A.N. Hendriks, Ir. A.V. van de Graaf, Ir. J.A. den Uijl, Ir. L.J.M. Houben




The Dutch and Belgian Football Associations (KNVB and KBVB) have made a bid to host the World Cup football in 2018 or 2022. One of the requirements imposed by the World Football Association FIFA is a stadium with a capacity of at least 80.000 seats for both the opening match and the final. Both The Netherlands and Belgium don’t have a stadium with such a capacity. It is an option to construct a new stadium with such a capacity. Form the point of view of costs, it might be preferred to increase the capacity of an already existing stadium. The goal of this research was to construct a third tier on the Amsterdam ArenA to make this stadium suited to host a possible final for the World Cup football.

The expansion for the stadium investigated in this research consists of additional rows and seats in the corners of the first tier and at the bottom of the first tier, between the pitch and the stands, while lowering the pitch by 1,25 m, together with a third tier with a capacity of 21.800 seats. The third tier consists of a rectangular box girder beam, supported by 8 new columns. On this main supporting structure the stands will be placed, having an angle of 39,1°. The box girder beam is simply supported by the columns, while the overall stability of the structure is provided by fixing the columns to the foundation. Besides the engineering phase, some aspects of the execution of the construction have been considered, like for instance the location of the prestressing tendons and expected problems concerning the roof structure.

Special attention in this research has been given to the possible use of ultra high performance fiber reinforced concrete (UHPFRC). For the box girder beam a comparison was made between ordinary concrete (using Eurocode 2) and UHPFRC (using French recommendations). Thanks to its high strength, slender structures can be constructed. This reduces dramatically the dead weight of the structure. For the final structure, use of this UHPFRC is an excellent option, because of the reduction of the dead weight of the box girder beam by 42%. For this UHPFRC a concrete with a characteristic cube compressive strength of 180 N/mm2 has been applied.

Third tier on the Amsterdam ArenAResearch into the possibilities of ultra high strength concrete

Student: J.F.Y.SmeetsCommittee: prof.dr.ir. J.C. Walraven (TU Delft), prof.dipl-ing. J.N.J.A Vamberský (TU Delft), dr.ir.drs C.R. Braam

(TU Delft/Adviesbureau Hageman), dr.ir. S. Komossa (TU Delft)




OptimizationIn the search of designing a feasible arc bridge three designs have been investigated namely the double arch bridge, the CFST arch bridge and the CFST extended arch bridge. The difference in the models lie in the arch. The arch of the CFST model is made out of a steel tubular member filled with concrete and for the double arch bridge is considered using a steel hollow truss. The shape of the arch has a great influence on the buckling factor and buckling mode shape.

To save cost, only a part of the arch needs to be filled. To optimize the use of concrete the arches have been divided in four main parts after which the buckling factor of each part is checked for all 5 cross sections. From the optimization it is proven that the highest buckling factor is found for fully filled but the less expensive arch is a steel arch only. Further a sensitivity analyze has been performed to determine the influence of hinged struts in the model.

VerificationsThe new city bridge is a work of art of present technique and composition and looks like a real brother of the other two bridges. With the cantilever method it is possible to erect the bridge without causing any delay to the shipping. The cost of the most economical has been calculated and is found to be competitive with other consortia.

OptimizationCFSTArch

Proposal New City Bridge, NijmegenChoice in Material

IntroductionThe main objective of this Master thesis is to prove the technical and financial feasibility for a new city bridge, crossing the river Waal in Nijmegen according the demands of the city board. The new city bridge will span a length of 300 meter and will be the third Waal shore crossing, west of the existing Waal bridge and the bicycle bridge.

Erection MethodThere are many kinds of building materials like steel, concrete or a combination of both to design and construct the different elements of the superstructure like the arch, deck and hangers. The choice in material greatly influences the erection method which in turn has a strong influence on the total cost of the bridge. Since delay of the shipping in the river Waal is not allowed a smart and efficient erection method must be found. Examples of erection methods that do not hinder shipping are the cable crane method, the pylon method, truss method, swing method and the cantilever method.

Student: S.WeusthofCommittee: Prof.dr.ir. J. C. Walraven (TU Delft), Dr. ing. A. Romeijn (TU Delft), Dr. ir. C. van der Veen (TU Delft),

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


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Building Engineering

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2 Building Engineering

Collection of Master’s Theses July 2010

Seismic Risk Mitigation in Greece Translation of Dutch Flood Risk Management Practices

Seismic risk in some regions of Greece has increased over the last

decades. The reason lies in urban development in earthquake prone

regions, combined with a lack of interest to tackle known construction

vulnerabilities of buildings. Despite the severity of risk, also confirmed by

recent events, homeowners have proven unwilling to mitigate seismic risk,

possibly because of their inability to pay and/or unwillingness to invest

due to lack of information or awareness. As a result, significant part of the

building stock remains unsafe, in comparison with the safety level of the

current building code.

A way to stimulate seismic risk mitigation is government intervention.

Such intervention could consist of a safety plan (retrofit program,

mandatory insurance, emergency planning etc.) implemented by

government, subsidies, introduction of more stringent building codes, risk

communication. Recent developments in Greece regarding seismic safety

are mostly aimed at vulnerability and risk evaluation, the publishing of a

technical building Code of Interventions, and mapping out a seismic safety

plan for Greece. Meanwhile, experts ask for government intervention

proposing organisational change and a distribution of roles / liabilities

among different clusters.

For every scheme of government program, risk estimation is a vital to

be able to set priorities and decide whether buildings, municipalities, or

regions are safe enough. Besides economic risks, risks to life should also

be considered. Instruments for quantifying fatality risks are however

unavailable at present.

A review of the cornerstones of Dutch flood risk management practices,

especially in risk estimation and decision-making, has shown that fatality

risks are considered from a societal perspective and an individual one.

The societal risk metrics concerns the (exceedance) probabilities of larger

numbers of fatalities; the individual risk metric concerns the probability of

death of a person at a specific location. In the case of the Netherlands,

due to the nature of the flood hazard and protection scheme (public flood

defences), the government is strongly involved in flood risk mitigation.

Despite differences between the protection schemes for large-scale floods

(strengthening dikes rather than protecting buildings) and earthquakes

(strengthening buildings), this project proposes the translation (=the act

of converting) of aforementioned metrics to the case of seismic risk in

Greece.

To quantify those metrics for earthquakes requires knowledge of the

probabilities of different hazard levels (peak ground accelerations),

the extent of damage on buildings given the hazard, and the expected

number of fatalities in case of damage given the extent of damage.

In this study, FN-curves and individual risk levels are quantified using

exceedance probability function of peak ground acceleration at the

site under consideration, as well as deterministic transfer functions for

damage (vulnerability curves) and losses (mortality curves). Moreover,

since economic losses of earthquakes can also be significant, societal

economic risk (FL-curve) and individual economic risk are also proposed

and quantified. Using recent research results about the vulnerability

of buildings, inventory data for social economic characteristics and

reasonable assumptions about missing information (like building size);

risk can be estimated for existing and retrofitted building stocks of Greek

municipalities.

After sensitivity analysis of model parameters, two case studies are

presented that show the use of the aforementioned risk metrics for

different levels of government decision-making. One simulating top

level (central government) decision making, setting priorities for retrofit

between municipalities, and the second simulating medium level (local

government) decision making, setting priorities for a retrofit program

between different structural typologies of buildings. The case studies show

that the risk metrics and the model to quantify them can be useful tools

for deciding which municipality should absorb more resources, whether

mitigation is urgent, which mitigation strategy is most efficient, and how

alternative retrofit programs influence risk levels. Of course, the model is

only a prototype further refinements are advised.

There are important benefits from the implementation of the described

methodology. Firstly, the decision maker only deals with probabilities

and consequences, has a general overview thus he/she may distribute

resources and time in a more (cost) effective way. Moreover, human life

is distinguished from cost-benefit analysis (no monetization). Events with

high numbers of fatalities, which can cause disruption to the whole of the

country, as well as disproportional individual exposures, can be targeted

directly. Finally, it gives the opportunity to monitor the progress of a safety

plan, and is scalable for central and local administration.

This study concludes by proposing the application of societal & individual

risk metrics (for fatalities and economic loss) to support two levels

(central and local) of government decision making concerning seismic

risk mitigation in Greece. Furthermore, it provides a prototype model for

the quantification of these metrics. Finally, this thesis proposes directions

for further research, the most important being research about the costs

of alternative retrofit programs, which is necessary for the debate about

appropriate (efficient/feasible) societal & individual risk acceptance criteria.

Student: DimitrisDetsisCommittee: Prof.dr.ir. H.A.J. de Ridder, Dr.ir. R.B. Jongejan, Ir. S. Pasterkamp, Ir. F.A.M. Soons

ForfurtherinformationpleasecontactthesectionBuildingEngineering,+31(0)152784774

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IntroductionDue to the increasing demand of transparency in buildings, it is no longer unusual to apply transparent structural elements. Glass is a strong but very brittle material, which means safety is rather problematic once it breaks. Earlier studies have shown that reinforcing glass beams will provide reasonable residual load-bearing capacity, which could provide this safety. In this thesis a study has been performed on the novel concept of embedding semi-transparent glass fibre reinforcement in a laminated glass beam. An earlier study by P.C. Louter of the Zappi research group at the Faculty of Architecture has proved that the concept had high potential for further research.

ResearchIn order to research the structural post-breakage behaviour of the glass beam, four beam specimens with glass fibre strip reinforcement for bending moment forces and two beams specimens with additional shear reinforcement have been manufactured and subjected to a four-point bending test. A beam consisted of two annealed glass panes, each with dimensions of 1500 mm in length, 115 mm in height and 8 mm in thickness. The panes were laminated by an interlayer of SentryGlas. The glass fibre strips were embedded in the interlayer. The strips had a cross-section of 0.8 by 6 mm each and ran continuously through the whole beam. Three different interlayer thicknesses have been applied in the beams: two beams with 2.7 mm, two beams with 3.94 mm and two shear reinforced beams with 4.22 mm interlayer.

ResultsAfter the bending tests it could be concluded that all beams with strip reinforcement had a residual load-bearing capacity higher than the initial strength of the beam. The high post-breakage strength of the beam combined with the possible large deflection before ultimate failure provided a good safety margin. Furthermore, the promising concept of embedding reinforcement in laminated glass beams has been improved.

Computational modelBy using the test results as reference, a two-dimensional model has been adopted for an analysis in finite element method. The convergence problem of very brittle materials occurring in nonlinear analysis with current FEM software is countered by adopting a saw-tooth constitutive law for the snap-back behaviour in a sequentially linear analysis. A preliminary study has been done on how to create a FEM model for simulating the laminated glass beams with embedded glass fibres. By modelling the brittle reinforcement strips as ductile trusses, a reasonable approximation could be made of the post-breakage performance of the beam specimens.

Reinforcing glass with glass: Application of transparent reinforcement in structural glass beams

Student: C.C.K.LeungCommittee: Prof.dipl.-ing. J.N.J.A. Vamberský, ir. P.C. Louter, dr. M.H. Kolstein, dr.ir. M.A.N. Hendriks

ForfurtherinformationpleasecontactthesectionBuildingEngineering,(+31)(0)152783174

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Usage of lifts for the evacuation of high-rise projects

IntroductionThe concept of using lifts for evacuation purposes in buildings is a major point of international discussion in the field of fire safety engineering. My own thesis research was conducted in cooperation with the ConvenantHoogbouw, an initiative of Dutch companies to construct National Technical Agreements (NTA) for high-rise buildings in the Netherlands.

Problem definitionTraditional building design has always excluded lifts for emergency egress. Building heights in the Netherlands are increasing however; meanwhile the population is ageing, obesity rates are rising and people with physical limitations expect to be able to fully participate in society. This rises the question whether total building evacuation via only stairs remains as safe as it is perceived to be.

ResearchMy research was based on the current international developments regarding the usage of lifts for evacuation purposes and aimed to determine if lifts are a viable option for emergency egress in the Netherlands. The following key subjects were addressed:1. What is necessary in order to make emergency

egress via lifts a viable option? Organisational aspects as well as structural safety measures and protective systems have been examined.

2. How do a building’s function, height and population affect pedestrian egress times? Can the traditional (linear) calculation methods be improved?

3. What advantages do we gain by using lifts, for instance in terms of shorter evacuation times?

Results1. Using lifts for emergency egress is a viable option.

The available safety measures are sufficient to ensure continued reliability of lift systems during emergency situations.

2. Lifts become the faster means of egress for distances larger than 150 meters in buildings with populations exceeding 40 persons per floor. Lifts can additionally be used to evacuate building occupants with physical limitations.

Conclusions and recommendationsLifts are a very suitable and interesting option for emergency egress in high-rise buildings, especially when regarding the developments in the Dutch building environment. The use of lifts limits the influence of fatigue and keeps the maximum evacuation time stable and dependable, provided that the parties involved ensure that the evacuation process is managed properly.

Student: R.H.J.NoordermeerCommittee: Prof. dipl. ing. J.N.J.A. Vambersky, Prof. ir. P.G. Luscuere, Ir. S. Pasterkamp, Ir. J.F. Wijnia (Peutz),

Ir. J. Wit (Deerns)


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Halliburton, Global Industries, Acergy and McDermott, amongst others, have all taken losses of many millions due to failed EPIC (Engineering Procurement Installation Commissioning) projects. EPICs are integrated contracting frameworks that transfer a large part of the responsibilities and uncertainties of a construction project to the main contractor. The main contractor is offered the possibility to earn extra money by managing those responsibilities and uncertainties and therefore adding value for the oil company. These EPICs are very different from the projects that these companies traditionally undertook and therefore a different project approach should be used for this type of contracting to increase the chance on a successful project.

Heerema Marine Contractors (HMC) currently has one EPIC contract in its portfolio and it is expected that more will follow. That is why this research has studied the fundamental differences between EPIC and Transport & Installation projects and the risks that these differences cause. If the differences and risks are clear it is easier to take suitable mitigation measures and this increases HMC’s ability to adapt to this “new” type of contract. This would give HMC an advantage over its competitors to gain experience and earn profits.

From the literature, 27 differences were found and these were categorized into a special risk framework, suitable for the offshore industry. This framework consists of five categories; Financial, Organisational, Performance, Local Content and Subcontractors. The model offers a clear overview of the risks that could occur due to the use of a different contracting type. Mitigation measures were proposed for these 27 risks.

To test the assembled model it was compared to two case studies from Heerema Fabrication Group (HFG). They provided the contracts, risk registers, lessons learned and close out reports of two EPIC platform contracts, Wintershall F16-A and Ringhorne. All this information was bundled and together the following five risks that come from contracting EPICs instead of T&I’s were appointed as generally the most important: • Complex politics • Tempted to too low bids due to heuristics and biases • Inaccurate pricing due to FEEDs • Warranties and Guarantees • Project organisation

Other risks from the framework could be more important on certain projects; this depends on a project’s own special characteristics. The available experience with project aspects further determines the chance of a project’s success.

It is possible for Heerema to earn profits in the field of EPICs but they should be treated differently from Transport & Installation projects and all project participants should be aware of this difference and be aware of this difference in needed mindset. Dealing with larger contracts with more stakeholders and organisations that are more complex increases the risk and should be managed as such.

Identifying risks on Offshore EPIC projects

“The differences in risks between EPIC and Traditional projects”

Student: O.RienksCommittee: Prof.dr.ir. H.A.J. de Ridder, Prof.ir. C.A. Willemse, F.A. Koopmans BSc MBA, dr.ir. R.B. Jongejan

ForfurtherinformationpleasecontactthesectionBuildingEngineering,+31(0)152784774

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Structural design of ‘The Wave’

IntroductionIn the center of Rotterdam, near the city hall, the current “Rotterdam Building” is located. This location is seen as the main spot for a 44 story residential building, developed by De Wilgen Vastgoed. At this moment the project is still in an early stage with many designs, one of those designs gained my attention, ‘The Wave’ designed by PPKS Architects (Chicago). This design is the focus of my thesis.

Problem definitionDue to the very early stage of the project, only architectural designs are presented for the building, almost no room for constructions is included. After a closer review of the design, some interesting constructional challenges, such as cantilevers and transition of forms of the ground plans (round to square). These challenges, as well as the overall structural design for the building, are the base objects of this thesis.

ResearchThe difficulty of the building are the different structural problems which have to be put together to one structural design, in harmony to each other. Above this, the precondition is stated that the architectural design and functional classifications of the building should not be affected by the structure. The subjects which gained most attention in the elaboration of the thesis were: • The structural transition between the parking levels and

residence levels. • A cantilever (23 stories, 18.5 meters span) above a

monumental building. • The behavior of the foundation in Rotterdam, exposed by

a high vertical force. • The stability of the building. • These subjects are handled separately to try and find

feasible solutions for this problems and to be able to

fit them into each other to create the overall structural design for The Wave.

ResultsThe research for solutions gave, in combination with the written prescription, some interesting results. Some main results are summed up; • After an extensive research on the possibilities of

such a cantilever, shown here, the forces rise so high and concentrated, that at least a large area of the cantilevered section will be supported with the necessary impact on the historic building.

• Most buildings in Rotterdam are founded on the first layer of sand. Despite this fact, the question is if the heavy weight of, the for Dutch standards high tower, can be worn in this first layer of sand. This study shows that the ‘Laag van Kedichem’ under this load-bearing layer of sand is not strong enough. The high extra tensions in this deep layers will cause the building to sag more than the prescriptions. Due to this, the foundation of the building must be under this layer of clay (>55 meters).

• The prescription of maintaining the functional classification gave the biggest problems for the stability of The Wave. The presence of two slender cores appeared far from sufficient, so the partition walls are considered for stability. Although the maximum horizontal bending stays just within the limits now, there are excessive tensile stresses on the cores, which demands an investigation carried out into other solutions.

Conclusions and recommendationsThe combination of the requirement for the functional classification and the need of exceptional structural solutions to realize this design, make The Wave very expensive and not achievable for a property developer. To make this building more realizable, the prescription must be dropped and some minor adjustments must be made in the design of the building.

Student: S.A.SligmanCommittee: Prof.dipl.ing. J.N.J.A. Vambersky; Ir. K.C. Terwel; Ing. H.J. Everts


3.


Hydraulic & Geo Engineering

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3 Hydraulic & Geo Engineering


Boussinesq-type wave modelling in port applicationsWorkability assessment with TRITON, a Boussinesq-type wave model

The workability of floating construction equipment is one of the elements in the construction phasing of the design of the Ashdod port extension in the south of Israel by DHV Consultancy and Engineering.Waves (as part of the environmental conditions) play an important role in the workability of floating equipment, since they induce motions to floating equipment with the possibility of adverse effects on the workability. Important parameters in describing workability limits of equipment are wave height and wave period. For the purpose of assessing the workability of this equipment in relation to the wave climate during several critical phases of the construction, wave modelling should provide insight.A recent development is the availability of Boussinesq-type models for this type of studies. Boussinesq-type models are phase-resolving, which means that they describe the individual wave behaviour. This gives Boussinesq-type wave models the capability of describing wave propagation in relatively shallow regions (e.g. harbours and foreshores), where nonlinear effects and dispersion play an important role. Boussinesq-type wave models are suited to deal with complex harbour geometries, including modelling of diffraction, partial reflection and wave-wave interactions.

ImpressionofcalculatedwavefieldbyTRITON

In this study, it is investigated whether TRITON, an experimental Boussinesq-type wave model currently under development at Deltares, is suitable for the purpose of workability assessment of floating equipment. The suitability of TRITON depends on aspects like the applicability of Boussinesq-type models in general, the correctness of results and the computational effort for TRITON. As part of this study, the results of TRITON are compared with measurement data from a physical scale model of Ashdod port, which was mainly set-up for measuring moored vessel motions.For the validation of TRITON for the purpose of workability assessments, the Ashdod port extension is used as a case study. The plausible floating equipment scenario for the construction phasing of the Ashdod port extension (consisting of typical dredgers, stone dumpers and crane barges) is sensitive for primary waves within a peak period range of 5-12s. The estimation of the workability limits of the plausible equipment is based on a combination of ship motion theory, information from contractors and personal communication with experts.Based on the present study, TRITON is considered technically capable for the purpose of workability assessments in port applications. The appropriateness for using TRITON in this type of application is however limited by the application range of TRITON – due to the mathematical background of Boussinesq-type models – and by computation times.

Student: JoasBoeyingaCommittee: Prof.ir. H. Ligteringen (Delft University of Technology), Dr.ir. R.J. Labeur (Delft University of

Technology), Ir. T. Vellinga (Delft University of Technology), Ir. B. Wijdeven (DHV Consultancy and Engineering), Ir. B. van Vossen (Deltares)

ForfurtherinformationpleasecontactthesectionHydraulicEngineering,(+31)(0)152782811

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Since the completion of the Eastern Scheldt project in 1987, in the south-western part of The Netherlands, there has been a decrease of tidal volume, range and current in the Eastern Scheldt estuary. This has led to morphologic changes in the basin. The channels are in demand of sediment and as the Eastern Scheldt barrier itself blocks most of the sediment transport from the North Sea to the basin, this sediment comes from the intertidal areas inside the basin. As a result, the intertidal areas inside the Eastern Scheldt basin are eroding with consequences for ecology, safety, shipping, recreation and fishery.

One of the larger shoals in the Eastern Scheldt is the Galgeplaat. The Galgeplaat is eroding at a high rate. So far the governing processes behind channel-shoal interactions for accretion or erosion of intertidal areas such as the Galgeplaat are not exactly known. The main objective of this research is to get more insight into these processes. A conceptual model of the Galgeplaat is developed which explains the morphologic changes of the Galgeplaat, since the closure of the Eastern Scheldt, with the occurring processes. First, a data-analysis is performed to determine the morphologic changes of the Galgeplaat for the last two decades. After that, a detailed 2DH Delft3D model is set up for the Galgeplaat, including tide, wind and waves to determine the effect of each process on the intertidal area. For wave simulations an online coupling is made with SWAN. The model is roughly validated for water levels, flow velocities in magnitude and direction and wave heights. Several simulations of a spring-neap cycle are performed including the different processes of tide, wind and waves. These processes are switched on or off to stipulate the influence of each process.

It is believed that tides are responsible for shoal accretion and waves cause degradation of intertidal areas. This was the case before closure of the Eastern Scheldt and shoals like the Galgeplaat were in morphodynamic equilibrium; there was no net accretion or erosion over time. A performed simulation with today’s tidal characteristics does not show shoal accretion. A simulation conducted with increased tidal

velocities, which is thought to represent the tidal flow before the closure, shows that shoal accretion above mean low water does occur. Simulations confirm that waves are the main driving force behind the degradation of intertidal area of the Galgeplaat. During both calm and storm weather conditions the intertidal area is eroding. During calm conditions this erosion is limited, while during storm conditions there is severe erosion. During storm conditions the sediment, brought into suspension due to wave breaking, is mainly transported by the dominant wave-induced currents from the shoal into the channel. The main conclusion of this research is that the tide in the Eastern Scheldt does not have enough shoal building capacity to withstand the destructive forces of the waves. This results in rapid loss of intertidal areas, such as the Galgeplaat. Local nourishments might be able to maintain the intertidal area and thus preserving the values of these areas.

Integratedsedimenttransportthroughseveralcross-sectionsatmeanlowwater(-1.35mNAP)fortoday’stideintheEasternScheldt(left)andfortidewithincreasedvelocities(right).

Morphodynamic modelling of the Galgeplaat

Student: I.L.L.DasCommittee: Prof. dr. ir. M.J.F. Stive, Dr. ir. Z.B. Wang, Dr. ir. A. Hibma, Dr. ir. J.J. van der Werf, Ir. M. Eelkema,

N.D. Volp M.Sc.


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Master plan coastal haven, “Nikas”, Kuwait

Currently there are 20,000 to 40,000 yachts in Kuwait. The majority of these yachts is stored on land because the number of berths in Kuwait is not sufficient to accommodate them all. Besides yachts, there are approximately 1,000 fishing vessels in Kuwait. The facilities for fishermen are not of sufficient quality. To overcome these problems, the Kuwaiti government initiated the development of a master plan for 9 coastal havens on Kuwait coast. Kuwait is located at the northeastern part of the Arabian Peninsula. It is bordering Saudi-Arabia and Iraq and lies on the northwestern shore of the Arabian Gulf. The emirate covers approximately 20,000 km2 and has a population 3.5 million inhabitants.

The coastal havens need to facilitate fishing vessels, yachts, public transport vessels, vessels from the national authorities and incidentally vessels that take refuge in one of these coastal havens. Besides the possible locations of the havens, the demand and need for these facilities is an important aspect. The yachting demand potential gives an indication of the expected development in demand of the yachting industry up to the year 2030. There already is a need for berths in Kuwait at the moment.

The master plan accounts for 6750 berths in the year 2030, an increase of 4750 berths in 25 years, and a small increase in the number of fishing vessels in Kuwait. The master plan contains recommendations for the proposed development directions and functions that have to be allocated for all coastal haven locations.

The complexity of the concept of a coastal haven lays within the fact that it has to facilitate yachts, fishing vessels and somewhat larger vessels at the same time. The facility must be multipurpose to some extent, but other aspects must be kept separate in order to provide all users in their needs and meet their expectations. The design requirements and criteria are applied to one coastal haven location and are translated into three layout alternatives for one coastal haven location.

The layouts are evaluated with two hydraulic models. These models simulate the wave propagation from an offshore data point into the wave conditions within the coastal haven basins. The modeled wave conditions are those that occur only once during the life of the coastal haven. The layout has to be such that it can protect the vessels from these conditions.

During the modeling it is concluded that the layout needs to be such that the basins are relatively closed off. The acceptable wave height within the coastal haven is very limited, because damage to the yachts and speedboats used for fishing is not acceptable in a coastal haven.

Student: J.C.S.GeerlingsCommittee: Prof.ir. H. Ligteringen (TU Delft), Ir. M. de Jong (TU Delft/DHV), Ir. F.A.M. Soons( TU Delft)


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In 1953 a big flooding took place in the southwest part of the Netherlands. Over 1800 people were killed and another 100.000 lost there homes. Directly after this dramatic event the (first) Delta Committee was established with the primary task to protect the Dutch coast from the sea. This has led to the Deltaplan, it ensured that the Dutch coastal area is well protected from flooding.

The second Delta Committee Our Climate changes, sea levels are rising, the future of the Netherlands as a beacon of security against the threat of water is at stake. Reason enough to set up a second Delta Committee. Former Minister Cees Veerman, was given the task to lead the second Deltacommittee which aimed to give insight for the next century of the expected sea level rise and other climatic and social developments that are relevant to the Dutch coast. One of the 12 recommendations of the committee was to increase the water level of the lake IJssel with 1.5 m (along with the rising sea level). The primary reason behind this, is to maintain discharging water through the sluices in the Afsluitdijk without using pumps.

Alternative Measures to controle the waterlevel in Lake IJssel

Apart from pumps to discharge water from the lake, one could also consider to use Lake Marker incidental as an emergency buffer, during extremely high water levels on lake IJssel. Apart from a measure to increase the outflow from lake IJssel one could also consider to reduce the inflow on the lake. The discharge of the river IJssel therefore could be limited by using a weir upstream.

ResultsThese so-called “Alternative Measures” give more control in extreme situations, so the Lake IJssel area is better protected against flooding. The effect on the waterlevel has been investigated by using a computerized model. Model runs were made with different measures under the most severe climate conditions, looking up to 100 years ahead. Not only has the effect of alternative measures in relation to each other been studied, but also in combination with pumps at the Afsluitdijk. Estimations were made for the required pumping capacity, taking the most extreme climate scenario under consideration. The required pumping capacity turns out to be much lower then expected. The costs of a pumpstation on the Afsluitdijk is much also much cheaper then hightening the levees, especialy on the long run. Builiding a wheir in the riversystem upstream to reduce the discharge of the IJssel is a large and very costly investment, wich is not reccomended because sealevel rise is very uncearten. Using Lake Marker incidentaly as an emergency buffer ruduces the pumping capacity needed for extreme events. The disadvantage of pumps is that they consume energy, but by using green energy and controle them in a smart way this should’nt be that much of an issue.

Controlling extreme waterlevels on Lake IJssel

Student: RindertdeJongCommittee: Prof. dr. ir. M.J.F. Stive (TU Delft), Dr. ir. P.J.A.T.M. van Overloop (TU Delft), Ir. A. van der Toorn (TU

Delft), Dr. ir. S.N. Jonkman (TU Delft), Ir. N. Kramer (Deltares)


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The evolution of sandbars along the Colorado River downstream of the Glen Canyon Dam

The Colorado River in the Grand Canyon area has a lot of sandbars but they are eroding. Since the building of the Glen Canyon Dam and the Hoover Dam in the 1960s, sediment is trapped in the upstream lake. The inflow of water is clear, cold and nearly sediment free. The only noticeable remaining inflow of sediment in the Colorado River is by two tributaries which merge with the Colorado River. This sediment is mostly transported as bed load in downstream direction during normal flow conditions, and does not contribute to sandbar building.

The erosion of sandbars has been researched by the United States Geological Survey for decades. Large field experiments are part of this research. The fourth experiment was the high-flow experiment of 2008. During the high-flow experiment of 2008 a dam release of 42000 cfs (1134 m3/s) was bypassed through the dam for 60 hours. The high velocities would bring sediment from the riverbed in suspension. The sediment is then deposited in low-velocity areas.

The main question in this research is whether it is possible with a specified dam release, to create sandbars and how they can remain stable on the long term. To answer this question the software program Delft3D is used for the simulation of the sandbar creation. For the long term stability of the bars an image transformation was executed, and for the short term stability the geotechnical program PLAXIS was used.

For the situation in the Willie Taylor and Eminence pools a dam release can be determined so sandbars will be created and remain stable for the long term. Sandbars can be created during a high discharge under sediment enriched conditions. The erosion of the sandbars can be set to a minimum when the drawdown of the water level takes 5 days, so the sandbars are almost fully drained. However, implications of erosion at other parts of the sandbar (other than the banks) should be considered using the Delft3D model. The daily fluctuations should be set to a minimum especially in the first period after the flood.

Student: L.KempCommittee: Prof. dr. ir. H.J. de Vriend (TU Delft, Deltares), Dr. ir. C.J. Sloff (TU Delft, Deltares), Dr. ir. E.

Mosselman (TU Delft, Deltares), Prof. dr. ir. W.S.J. Uijttewaal (TU Delft), Dr. ir. B.C. van Prooijen (TU Delft)


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Van Hattum en Blankevoort is als hoofdaannemer actief in contract 8.2 van de Noord/Zuidlijn, de bouw van het station RAI/Europaplein. In dit project wordt gebruik gemaakt van Rüttel-Injectiepalen (RI-palen) als trek- en, in de eindsituatie, als drukpalen. De RI-paal, een Duitse funderingstechniek, heeft al ruim 15 jaar dienst bewezen in Duitsland. In Nederland is het echter de eerste toepassing van de RI-paal geweest. De belangrijkste redenen om dit paalsysteem toe te passen waren de geringe ontwikkeling van geluid- en trillingshinder in de constructiefase, het snel inbrengen in gronden met hoge conusweerstanden en een paal die zowel druk-, trek als horizontale krachten kan opnemen.

Vooraf is door de opdrachtgever een proefbelasting uitgevoerd waarop het ontwerp is gebaseerd. Deze proef is op een alleenstaande paal uitgevoerd terwijl de uiteindelijke situatie betrekking heeft op een paalgroep. Tijdens de uitvoering heeft Volker Staal en Funderingen (VSF), een civiel aannemingsbedrijf gespecialiseerd in zwaar en gecompliceerd funderingswerk, opdracht gegeven aan Fugro om zes ingebrachte palen gedurende de volledige bouwtijd te monitoren. Tevens zijn er sonderingen tijdens alle bouwfasen uitgevoerd. Dankzij de vele gemeten gegevens biedt zich nu de mogelijkheid aan de krachtswerking van de paal nader te onderzoeken, inclusief een vergelijking van de geïnterpreteerde meetgegevens met verschillende ontwerpmethoden, waaronder de Nederlandse norm CUR2001-4.

Een aantal onderzoeksvragen is opgesteld:1. Wat zijn de voor- en nadelen van de RI-paal ten

opzichte van andere paalsystemen?2. Welke ontwerpmethode is het geschiktst om RI-

palen mee te ontwerpen?3. De Nederlandse richtlijn CUR2001-4 maakt gebruik

van schachtwrijvingsfactor at. Deze factor is afhankelijk van het paaltype en bijbehorende installatiemethode. Wat is de at voor RI-palen?

4. In hoeverre komt het ontwerp van de RI-paal, volgens de CUR2001-4, overeen met metingen?

5. Wat is de invloed van groepswerking in de gemeten RI-paalgroep?

Het rapport geeft voor zover mogelijk antwoord op deze vragen. Dit wordt gedaan door een literatuuronderzoek naar het paalsysteem, wat is er bekend wat betreft de eigenschappen van de Rüttel-Injectiepaal, bestaande ontwerptheorieën en gelijksoortige referentieprojecten. Vervolgens is de casus Europaplein uitgewerkt. Voor deze casus zijn proeven beschreven (op alleenstaande palen) en geïnterpreteerd. Ontwerptheorieën voor alleenstaande palen zijn vergeleken en de draagkracht is geanalyseerd. Naast alleenstaande palen is een paalgroep gemonitord tijdens de uitvoeringsfase. Tevens zijn sonderingen uitgevoerd op verschillende momenten van de uitvoering. Deze gegevens zijn, net als alleenstaande palen, verwerkt en geïnterpreteerd. Vervolgens is een model gemaakt met PLAXIS waarin het gedrag van een alleenstaande RI-paal is gemodelleerd. De parameters van het model zijn bepaald op basis van de proefbelastingen. Dit model is gebruikt om een alleenstaande paal in de gemonitorde paalgroep te modelleren. Met het laatste model en de gemeten paalkopverplaatsingen tijdens de uitvoering van de RI-paalgroep, is de invloed van de groepswerking op basis van verplaatsingen bepaald.

Rüttel-Injectiepalen: Ontwerp, proef, monitoring en modellering

Student: I.vanKempenCommittee: prof. ir. A.F. van Tol (TU-Delft), dr. ir. K.J. Bakker (TU-Delft), ing. E. de Jong (Volker Wessels Stevin

Geotechniek), ing. H.J. Everts (TU-Delft)

ForfurtherinformationpleasecontactthesectionGeo-Engineering,(+31)(0)152781880

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Wave impact on grass covered outer slopes

Against the background of enhanced hydraulic loads due to climate change there will be a need for improvement of the flood defence system in the Netherlands in the future. These days there is a growing interest in grass as a dike cover because it is a cheap and a sustainable dike protection. Yet at the moment there is a hiatus in the knowledge on the erosion resistance of grass covers on especially the outer slope.

For this reason large scale tests have been performed in the Große WellenKanal (Large Wave Flume) in Hannover in 2008 for both EroGRASS and FLOODsite. With the help of the EroGRASS data the MSc-study presented here aimed to develop a model that describes the initiation of erosion of a grass cover layer on the outer slope by wave attack.

The erosion process was investigated first to gain some insight in the failure mechanisms on the outer slope. For wave-induced erosion of grass cover layers on the outer slope two failure mechanisms can be distinguished which can occur independently of each other.

Aggregate erosion occurs when the soil is cracked and saturated with water. Uplift pressures can then develop underneath the aggregates shortly after a wave impact and on the surface small aggregates may be lifted and washed away. This eventually results in an erosion hole.

Block erosion may occur when impact pressures can penetrate into the soil due to the presence of a large crack or irregularity. The balloon mechanism may then be triggered; at the location of minimum fracture strength a horizontal crack is formed. This crack gradually extends until it reaches a critical size. From this point a large block can instantly erode from the grass cover.

For these erosion mechanisms the Wave Impact Pressure Erosion model has been developed, which describes the initiation of erosion of grass covers on the outer slope by wave impact pressures.

The basic equation of the WIPE model can be adapted to obtain limit states for aggregate erosion block erosion.

The WIPE model was calibrated and verified with the data of the EroGRASS experiments. For aggregate erosion the model behavior resembled the observed progression of aggregate erosion during the experiments after calibration. The WIPE model is considered suitable for the prediction of aggregate erosion of a good quality grass cover. Yet because the grass cover strength is dominated by the grass reinforcement, which decays with depth, the model will require adaptations to make it suitable for grass covers of lower quality.

For block erosion the model was calibrated using a parameter that determines the moment of block erosion and a crack growth parameter, which determines the size of the eroded block. As the model was calibrated on merely two characteristic block erosion events, universal calibration factors for block erosion could unfortunately not be found. To obtain more reliable and uniform results for block erosion more data is required.

Student: B.C.MousCommittee: Prof.dr.ir. M.J.F. Stive, ir. H.J. Verhagen, drs. W.N.J. Ursem, ir. R.M. Bos


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In 2000 the Dutch government chose a new point of view for the Dutch rivers: “Room for the River”. This viewpoint is the basis for a new approach of high water protection in the Netherlands. Instead of strengthening and raising the dikes, solutions must be based on space and spatial quality. One of the suggested measures is the addition of secondary channels. The purpose of these channels is enlarging the conveyance area and the ecological role of the river. Maintaining the profile of these channels involves substantial financial consequences. Finding a sustainable solution for undesired erosion or sedimentation is the main focus of this study. The research question is stated as follows: “How can the undesired erosion or sedimentation in secondary channels be corrected with a temporary but sustainable solution in the form of surface screens?”.The main part of this study is an experimental study on the effects of surface screens on a mobile bed. Preparing the experiments requires information about the flume facility. The experiments have been carried out in the Environmental Fluid Mechanics Laboratory of DUT. The upstream boundary conditions are discharge and velocity distribution. The downstream boundary condition consisted of a fixed water level. The water level was kept constant along the natural slope of the surface. The measurements were taking velocity and bed level. The angle of attack was varied between 15 and 25 degrees. With these relatively small angles the screen acts as guidance for the flow, instead of an obstruction. The penetration depth was varied between 20% and 60% of the water column. Four representative cases have been described in detail, giving support to the general conclusions. The flow pattern changes under influence of the surface screen. The main flow direction is guided by the screen, introducing a transverse velocity at the surface. As flow continuity in the flume has to be maintained, the water near the bottom is forced to have a transverse velocity

in opposite direction. Redistribution of the suspended transport and the bottom transport was induced. This generated locations were the actual transport did not meet the transport capacity, which gives rise to morphological changes. Next to the spiral motion the screen had an effect on the longitudinal flow velocities. The attacked side of the flume experiences a higher velocity, thereby having a higher transport capacity. This higher capacity gives rise to local erosion of the bed. At the unattacked side, sedimentation occurs, thereby rising the bed level. In the B-series of the experiment a dividing wall was added. The screen in front of the bifurcation gave rise to the same two processes, but the wall introduced an extra effect. The screen influenced the bifurcation relationship. The upstream effect of the bifurcation is explained by changes in water level topography, thereby influencing the backwater curve. In general the wall amplified the morphological development of the bed. Finally some suggestions have been made for the practical application of surface screens. In general the screens can be applied in a (secondary) channel or in front of a bifurcation. The use of a screen inside a channel has an advantage not to interfere with the navigation channel. The advantage of a screen in front of a bifurcation is influencing two channels simultaneously.

Experimental research on the effects of a surface screen on a mobile bed

Student: SiemTroostCommittee: Prof.dr.ir. H.J. de Vriend (TU Delft, Deltares), Prof.dr.ir. W.S.J. Uijttewaal (TU Delft), Dr.Ir.

E. Mosselman (TU Delft, Deltares), Dr.Ir. C.J. Sloff (TU Delft, Deltares), Ir. H. Havinga (TU Delft, Rijkswaterstaat)


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Hydrodynamic pressures on large lock structures

When a navigation lock, dam, or any other structure with water is subjected to an earthquake, one of the dynamic loads will be hydrodynamic pressure. This is the pressure exerted by the fluid on the structure as a result of the different behavior in motion of solid and fluid. To determine this pressure there are several available methods which focus mainly on large dams or fluid storage containers. However, the hydrodynamic behavior of these types of structures is different and these methods may or may not be applicable for navigation locks. Therefore an analysis is made to determine the factors that contribute to the hydrodynamic pressure distribution on large lock structures.

As a case study the Third Set of Locks Project of the Panama Canal is used. This expansion project ensures that the Panama Canal can process larger ships than the current Panamax class of ships, which dimensions are limited by the existing locks. Therefore larger locks are required which will operate next to the existing locks. The new locks are planned to be operational in 2014-2015. The Panama region is prone to earthquakes which could result in large hydrodynamic pressures on the locks.

For the evaluation of hydrodynamic pressure on large lock structures, two analytical (1D and 2D) and one 2D finite-element model using DIANA are made. Three main aspects that contribute to hydrodynamic pressure are treated in detail: • Lock dimensions and water levels; • The effect of surface waves on the hydrodynamic

pressure distribution; • The flexibility of the structure.

Student: M.VersluisCommittee: prof. drs. ir. J.K. Vrijling, prof. dr. A.V. Metrikine, ir. W.F. Molenaar, ir. J. Manie (TNO DIANA),

ir. P. Carree (Witteveen+Bos)


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In order to build structures in the hyper saline environment of the Dead Sea it might be beneficial to use salt as a construction material. The Dead Sea is a tectonically active area with a subsoil consisting of at least eight meters of salt. It is a challenge to construct in this kind of environment, especially since no design criteria exist for constructing on and with salt. Driven by these challenges, the main objective of this thesis is to determine the possibility of using salt as a construction material in this environment.

The behaviour of salt is affected by external influences which cause differences in strength and deformation properties due to changes in particle sizes, as a result of bonding between particles (cementation). The fact that the properties of salt can be changed by the surrounding environment makes it difficult to describe the behaviour of salt in general, but on the other hand it enables the possibility of influencing the parameters. The process of particle bonding and its effect on the strength of salt cannot be quantified at this stage, but based on the current knowledge it is expected that, due to compaction and cementation, salt could potentially become very strong material when it is used in a construction.

Regarding the expected behaviour of salt as described above, it is believed that salt would be a suitable construction material. Within the framework of salt constructions options for using salt are found in various elements of the design. he suitability of salt as construction material should be verified when better bounds can be placed on the range of geotechnical strength properties that may be assigned to granular salt and the effects of cementation. Overall it can be concluded that using a salt based design for hydraulic structures in this kind of environment could be very promising.

Salt based dam design in a hyper saline environment

Student: CarinaWierdaCommittee: Prof.dr.ir. M.J.F. Stive (Chairman, Delft University of Technology), M.Sc. G.H.J. Peters (DHV),

Ir. J.G. de Gijt (Delft University of Technology/Gemeentewerken Rotterdam), Dr.ir. O.M. Heeres (Delft University of Technology)


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Ontwerp voor de toekomstige MerwedekeringHydraulisch beweegbare kleppenkering in hogesterktebeton

Door de klimaatveranderingen voorziet de Deltacommissie 2008 problemen voor het Rijnmond gebied. De Maeslantkering en andere stormvloedkeringen zullen vaker moeten sluiten. Ook zullen de rivierafvoeren vaker extreme waardes aannemen. De kans dat een stormvloed samenvalt met een extreem hoge rivierafvoer neemt daarom toe. In het geval van een dergelijke combinatie, kan het rivierwater niet afgevoerd worden naar de Noordzee en ontstaan er problemen voor het Rijnmond gebied.

In het deltarapport van de Deltacommissie 2008 wordt een ‘Afsluitbaar Open’ Rijnmond geadviseerd. Deze oplossing houdt in dat ten tijde van een combinatie van stormvloed en extreme rivierafvoer, vier nieuw te bouwen keringen het Rijnmond gebied afsluiten en de rivierafvoer leiden naar het Hollands Diep, de Haringvliet en de grote Zeeuwse wateren. In deze wateren zal het rivierwater tijdelijk geborgen worden en als de stormvloed is gaan liggen zal het rivierwater gespuid worden op de Noordzee.

Het doel van het afstudeerrapport is om een duurzaam en innovatief ontwerp te maken voor de kering in de Beneden-Merwede, de Merwedekering.

Om dit ontwerp te maken wordt eerst het huidige systeem onderzocht. Er wordt gekeken naar de ontwikkeling van het watersysteem, de huidige keringen, de stromingen in het gebied en de dijkringen met de betreffende normfrequenties. Ook wordt het ‘Afsluitbaar Open’ Rijnmond plan onderzocht en worden de daaruit volgende randvoorwaarden voor de Merwedekering bepaald.

Vervolgens is er naar een geschikt type kering gezocht. In totaal zijn elf mogelijke keringen onderzocht en beoordeeld. Door deze keringen te beoordelen op diverse criteria en te kijken naar de kosten, kan de beste kering bepaald worden. Voor de Merwedekering blijkt dat een sectordeurkering het meest geschikt zijn. Wegens een persoonlijke voorkeur is er echter verder gewerkt met een hydraulische kleppenkering.

Er wordt voor gekozen om de kleppen uit te voeren in hogesterktebeton. Hogesterktebeton heeft minder onderhoud nodig dan staal en kost op lifecyclebasis een stuk minder. Tevens zijn er door de hogere sterkte slanke

kleppen mogelijk.In het ontwerp van de kering zijn er veel variabelen, onder andere de diepte van de fundering, de aangrijppunten van de cilinders, het aantal cilinders, de manier van inspectie en de bouwmethode. In het uiteindelijke ontwerp is er gekozen om de cilinders aan te laten grijpen op 6,6m van de onderkant van de klep. In dat geval is het moment in de klep relatief klein en treden er relatief kleine trekkrachten op in de kleppen. Er wordt gekozen om twee cilinders per klep toe te passen. Om de kleppen en de cilinders te kunnen inspecteren worden onder de kleppen compartimenten gemaakt die zijn te bereiken via een tunnel die door de fundering loopt. In de ruststand dienen de kleppen als deksels op de compartimenten en kunnen de compartimenten droog gepompt worden. De toegangstunnel kan gecombineerd worden met een fiets- en voetgangerstunnel. Door de kering in twee grote delen prefab te bouwen, kan de kwaliteit van het beton gegarandeerd worden, is er minimale hinder voor de scheepvaart en is er geen bouwput nodig. Bij deze bouwmethode worden de twee delen over het water vervoerd en ter plaatse afgezonken.

Door de klep voor te spannen is het mogelijk de klep slank uit te voeren zodat het gewicht van de klep beperkt blijft. Tevens is gebleken dat de optredende trillingen in de klep geen problemen veroorzaken. De totale bouwkosten van de Merwedekering zijn €209 miljoen met een afwijking van ±30%.

Het gepresenteerde ontwerp is een duurzaam ontwerp met betrekking tot de levensduur, de milieuvriendelijkheid, het lagere onderhoud en de slijtage. Tevens is het een innovatief ontwerp met betrekking tot de prefab bouwwijze, de mogelijkheid tot eenvoudige inspectie onder water, de materiaalkeuze en de synergie met andere functies.

Student: T.WijdenesCommittee: Prof.dr.ir. J.K. Vrijling, Ir. A. van der Toorn,

Ir. W.J.M. Peperkamp



Watermanagement

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The potency of applied control theory on the river Linge

IntroductionWater systems must facilitate a lot of different functions, which all demand there specific water levels, depths and other conditions. To obtain these conditions, water levels are controlled using structures. Water board “Rivierenland”, has the task to control the water levels on the river Linge. This river is an important link in the drainage and irrigation system of a large area in the centre of the Netherlands. Proper control is of vital importance of the functioning of the area. It is to their importance to control the Linge system properly, and thus they have asked to find improvements for their control practice using a scientific approach.

ChallengesAt this moment, control applied on the Linge system has a rather heuristic character. The set of rules which is used to operate the structures, although functioning good enough, is old and allows little space for improvement. In this thesis, the challenge is to show that using control theory, the control of the Linge system can be improved and made more flexible.

ApproachTo show to value of control based on control theory on the Linge, the now used set of control rules is used and new sets of control rules are designed. These sets are linked to a model of the area. With the model water levels are simulated for a test period of a month, combining normal and extreme flow conditions.

Results and conclusionsThe results are water levels simulated for all sets of rules. These are compared to the now used set of rules. The next figure gives an example of the results.

In the thesis is shown, that using control theory, better control can be obtained. Also using control theory, control has a fundamental basis. System characteristics are incorporated into the control rules, which has the advantage that it can be tuned adjusted easily, also when the controlled system changes.

Student: J.W.BronkhorstCommittee: Prof.dr.ir. N.C. van de Giesen, Dr.ir. P.J.A.T.M. van Overloop, Dr.ir. M.W. Ertsen, Dr. R.R. Negenborn

ForfurtherinformationpleasecontactthesectionWaterManagement,+31(0)152781646

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IntroductionThe quality of drinking water in the Netherlands meets high standards. A challenge is to maintain this high water quality during distribution. Important processes that can deteriorate the water quality during distribution are biological growth and the presence of particles. Biological growth occurs when bacteria attach to pipe walls and particles in the distribution system and conditions are suitable for reproduction. These bacteria deteriorate the water quality when they are released into the drinking water. To prevent biological regrowth drinking water companies try to produce biologically stable water. Biological stability is defined as the inability of water to support microbial growth.

Problem definitionCurrent methods to assess the biological stability of drinking water in the distribution systems have their disadvantages; measuring time, accuracy or a large amount of needed samples. As a result the growth potential of microbiology in distribution systems is not determined as often as drinking water companies would like to.

ResearchMy research focused on new measuring methods to assess biological stability of drinking water. The approach was divided in two phases:1. The analysis of the problem: which measuring

methods are available and what are their advantages and disadvantages.

2. The second phase was to develop and test new measuring methods based on the microbiology on the particles in drinking water distribution and a fast method to count the number of bacteria in drinking water.

Results1. Different but linear relations between bacteria and

particles were found in three research areas.2. The bacteria/particle-ratio was related to the

biological stability of the drinking water treatment plant.

3. Bacteria counts are more or less stable from treatment plant to consumers tap.

Conclusions and recommendations1. My research concluded that the amounts of bacteria

on the particles differed per distribution system and that this can be related to the biological stability of the drinking water. As such, bacteria on particles can be used as a fast indicator for the microbiological stability of drinking water.

2. The number of bacteria in drinking water gave no information about the growth of bacteria and is therefore not a suitable parameter to assess regrowth or biological stability during distribution.

A fast method to assess biological stability during drinking water distribution

Student: T.J.vanDelftCommittee: Prof. Ir. J.C. van Dijk, dr. dr. J.Q.J.C. Verberk, dr. Ir. J.H.G. Vreeburg, ir. M. Lut


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Performance comparison of LP vs. MP mercury vapour lampsDegradation of organic micropollutants via UV/H2O2

IntroductionDrinking water company Dunea Duin en Water produces drinking water from the Meuse River, which contains a variety of organic micropollutants (OMPs) such as pesticides and pharmaceuticals from upstream activity. Research is currently being performed to extend the multiple barrier treatment (pre-treatment, artificial recharge and recovery, post-treatment) with an advanced oxidation process (AOP) using UV and hydrogen peroxide, situated at the pre-treatment location Bergambacht. Advanced oxidation is a combination of two mechanisms: directphotolysis induced by ultraviolet light which breaks up molecule structures and oxidation with free radicals that are formed when hydrogen peroxide is irradiated. Mostly medium pressure mercury vapour (MP) ultraviolet lamps are used that emit a broad spectrum of light (200-800 nm) coinciding with the absorbance spectrum of many substances, which results in a high photolytic capacity. Low pressure mercury vapour (LP) lamps emit ultraviolet light at just one single wavelength (253.7 nm). Consequently, the direct photolysis of target substances is less effective and the yield of radicals is lower compared to MP lamps. However, LP lamps have advantages over MP lamps such as a significantly lower energy consumption and higher efficiency and fewer by-products (e.g. Assimilable Organic Carbon, nitrite) are formed. A drawback of LP lamps is the fact that more and larger lamps are required to achieve the necessary UV dose, resulting in larger footprints of full-scale installations.

ResearchIn order to simulate the AOP, a pilot scale experimental set-up was built with a design flow of 5 m3/h per reactor. Two reactors were used during the experiments: a reactor equipped with four LP lamps (total P = 1.32 kW) and a reactor equipped with 2 MP lamps (total P = 4.4 kW). The influent used for the experiments is taken directly from the full scale plant after pre-treatment.

Because the quality of Meuse river water shows seasonal variations, experiments were performed weekly during a seven month period. The influent water was spiked continuously with a solution of four specific OMPs (atrazine, bromacil, ibuprofen and NDMA). Although reduction in concentration of the model compounds - atrazine in particular - is the key performance indicator, the degradation capacity should be judged in relation to the energy consumption, the formation of undesirable by- and degradation products and the overall sensitivity towards seasonal fluctuations of the Meuse water.

ConclusionsAdvanced oxidation of pre-treated Meuse water (10 mg/L H2O2) results in 72% degradation of atrazine using LP lamps (1140 mJ/m2) and 75% atrazine degradation using MP lamps (850 mJ/cm2). The corresponding values for the EEO (electrical energy in kWh required for achieving 1 log degradation of a substance per unit of treated water) are 0.48 and 1.45 kWh/m3 respectively.Formation of Assimilable Organic Carbon (AOC, a readily available food source for bacteria) is significantly enhanced in the presence of hydrogen peroxide using LP lamps and MP lamps. The levels of AOC in the effluents were similar (average +/- 60 µg/l) a peroxide dose of 10 mg/L. Nitrite is formed from nitrate when subjected to UV irradiation and can have adverse effects on public health. Observed nitrite formation using LP lamps was negligible. Nitrite concentrations using MP lamps are increased to 0.436-0.623 mg/L NO2

-, depending on the H2O2 dose and initial nitrate concentrations. Both lamps types showed equal sensitivity to seasonal variations of the Meuse water quality. Nitrate in particular proved to be an important parameter because it absorbs more UV light than other substances. As a result, performances were better during summer when nitrate concentrations are lowest. From the research can be concluded that the performance of LP lamps in terms of degradation of model compounds, energy performance and nitrite formation is good compared to the performance of MP lamps when applied for advanced oxidation. In other words, advanced oxidation using LP lamps for degradation of OMPs present in drinking water sources is a promising concept.

Student: JosanneDerksCommittee: Prof.ir J.C. van Dijk, Dr.ir. J.Q.J.C. Verberk, Ir. K. Lekkerkerker-Teunissen, Prof.dr.ir. T.N. Olsthoorn


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Calibrating a Hydrological Model on Vegetation Data: Application on Drylands

Drylands are prone to land degradation and as they cover over a third of the worlds terrestrial surface this is a global issue. In order to counter land degradation, understanding the relation between climate and vegetation is indispensable. In this study we applied a hydrological model that simulates vegetation dynamics, i.e. NDVI (Normalized Difference Vegetation Index) on a case study aiming to identify areas in the North of Burkina Faso where Soil and Water Conservation techniques have been applied. Although we have not been able to identify these sites, the model acceptably simulates NDVI and the hydrological behavior of the system. This leads us to believe that NDVI contains useful information on the functioning of the hydrological system and can therefore be used to reduce uncertainty in the hydrological modeling of drylands.

Student: Ing.J.A.FlapperCommittee: Prof.dr.ir. H.H.G. Savenije (Hydrology, Department of Water Management), B. Schaefli PhD

(Hydrology, Department of Water Management), Dr. S.C. Steele-Dunne (Water Resources, Department of Water Management), Prof.dr. M. Menenti (Optical & Acoustic Remote Sensing , Department of Remote Sensing)


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Herstellen van de wincapaciteit van de Amsterdamse Waterleiding Duinen

The city of Amsterdam uses the fresh groundwater in the nearby dunes for the production of drinking water, since 1853. The production was rapidly increasing, that resulted in a lowered groundwater level and a shrinking fresh water lens. The dune-river plan, designed 50 years ago, ensured an increase of production with restore of the dune water balance, by infiltrating Rhine water the dunes and extract together with natural dune water. The recovery system exists of canals and drains.

The production is less than expected 50 years ago and the maximum possible production not necessary. The conservation of nature became more important, which resulted in restoring the natural groundwater level by closing and rising the water level of some recovery canals. Nowadays the production distribution is 30 % from the drains and 70 % from the canals.

In the future two reasons become important to produce the maximum capacity of the drains. First, remaining recovery of the natural dune groundwater level and second, part of a new closed recovery system, to decrease the biological pollution. In early research it was concluded that the capacity of the drains is lowered by clogging inside the drains(LiPing, 2006). The overall objective of this research is to evaluate the capacity of one selected drain after more than fifty years of operation and to determine how the capacity is affected by the clogging and cleaning the inside of the pilot drain.

In addition, the capacity affected by the clogging and cleaning the pilot drain is determined. The pilot drain was successfully cleaned by sewage hosing for 180 of the 300 m drain. Samples of the gravel pack showed little or no clogging in the direction of the toe and some clogging near the heel. Heads are measured in the piezometers, positioned normal to the drain and above the drain. Four numerical cross section groundwater models are calibrated with these measured heads. The entry resistance before and after cleaning for each model is optimized. The results of the models showed a decrease exponentially to the tip of the drain. The head loss in the drain is decreased after the cleaning. The lowered entry resistance and head loss lead to an increase of discharge along the drain.

The model showed an increase of 12 % and the weir measured an increase of 7 % of the total discharge of the drain.

Student: M.M.HoudéCommittee: prof.dr.ir T.N. Olsthoorn, dr.ir. M. Bakker, dr.ir T.J. Heimovaara, drs. ing. S. van Duijvenbode


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IntroductionIn Arequipa (Perú) an irrigation system is situated which is controlled by fifteen autonomous management institutions called Comisiones de Regantas. The autonomy causes that the system acts as independent fractions. In addition the Comisiones de Regantas can be differentiated by hydraulic and spatial particularities.

Goal of the thesisMapping the particularities of the Comisiones de Regantas along with their influence on the system can lead to reasonable interventions in irrigation management and /or support in decision making when designing/renovating an irrigation system.

From the fifteen Comisiones de Regantas present, three are selected to investigate in more detail, i.e. Acequia Alta Cayma, Zamácola and Alto Cural. The three selected Comisiones de Regantas lend themselves perfectly for analyzing the differences in daily practice due to differences in hydraulics and spatial characteristics, since: • the Comisiones de Regantas form a sub-irrigation system,

are situated in line sharing a primary canal in a gravity based irrigation system;

• differ in age causing spatial characteristics to vary between the Comisiones de Regantas;

• have distinctive management possibilities due to the use of different water structures;

• have a high degree of management autonomy but are bounded by the same legal context.

ResearchThe research focused on mapping the influences on the daily practice within the sub-irrigation system. During my seven months stay, four steps are executed to address the influence of hydraulics, spatial differences and the current irrigation legislation context on the daily practice within the sub-irrigation system, i.e. 1. exploring the hydraulic and spatial differences via maps,

fieldtrips and interviews; 2. discussing the hydraulic dependency via a SOBEK model

with three scenarios; 3. discussing the current legal context via a literature study;4. discussing the daily practice within the sub-irrigation

system via interviews and discussion groups. Results

1. After exploring the sub-irrigation system is concluded that the three Comisiones de Regantas can be differentiated by their particular hydraulic and spatial characteristics. The differences in characteristics closely match the boundaries of the three Comisiones de Regantas.

2. From the hydraulic dependency is concluded that the configuration of the water infrastructure of the sub-irrigation system cause a head-tail, i.e. water availability is high upstream, moderate middle stream and low downstream. In addition, all scenarios run show that variations in discharge upstream, are amplified going downstream.

3. The practical implication of the legal context is lacking resources at the level of the Comisión de Regantas, meaning the Comisiones de Regantas must be assisted by farmers to be able to execute their daily activities.

4. From discussing the daily practice within the sub-irrigation system follows that the level of organization differs significantly between the Comisiones de Regantas.

Conclusions and recommendationsVia combining the four steps it is concluded that, within the current irrigation legislation context in Arequipa, both hydraulics and spatial differences have a significant effect on organizations, willingness and profits. Only in Zamácola, situated middle stream, hydraulics and spatial characteristics support possibilities for a good organization and profitable irrigation practices. Finally, this thesis must be seen as a starting point for more research in Arequipa, as it is a highly interesting irrigation system.

The influence of hydraulics and spatial differences on the daily practice within an irrigation system A case study in Arequipa, Perú

Student: E.E.KoopmanCommittee: Prof. dr. ir. N. C. van de Giesen, dr. ir M. W. Ertsen, Prof. dr. F. W. J. Keulartz (WUR), dr. ir. R. J.

Verhaeghe, Ing. C. A. Machicao Pererya (UNSA, Perú)


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4 Watermanagement


Prediction of temperature distribution in a Drinking Water Network

IntroductionAccording to the Dutch Drinking Water Directive the temperature of drinking water should remain below 25°C at the customers’ taps to prevent microorganisms proliferating in the distribution mains and to ensure a supply of water that is qualitatively and aesthetically stable. However, the water temperature in a distribution network is difficult to control as it depends on multiple factors including: climatic conditions, surface conditions, soil characteristics and drinking water discharges.

Problem definitionRecent studies demonstrate that the rising global mean temperatures as projected by the International Panel on Climate Change are likely to be manifested in an increase of the temperature of the surface water systems and of the soil. Therefore, it is likely that also the temperature of drinking water will increase and drinking water supply companies may find themselves in a situation of temperatures approaching legally imposed standards.

ResearchThe principal goal of this research was to explore how network hydraulic influences the temperature of the drinking water. The secondary aim was to establish linkages between climate conditions, network characteristics and the drinking water temperature. To achieve these goals, we have used a model instrument consisting of two heat transfer models representing weather and soil conditions, and two network models calculating hydraulics and water quality. In order to validate the models’ an experiment was organised. An experiment was conducted to observe the soil at the three different depths below the surface simultaneously with the drinking water temperature. The observation unit was repeated at four different locations in a network, that featured different surface covers and pipe characteristics.

ResultsThe evaluation of a capability of a combined weather and soil-diffusion models to estimate pipe wall temperatures has led to inaccurate results; however the models we have used carried useful information for network calculations. Secondly, numerical network simulations at the heat wave conditions, indicate significance of the residence time and gradient between the soil and drinking water temperatures. However results from this case study demonstrated that the gradient between the soil, pipe wall and the drinking water temperatures was small. It was difficult to determine a clear influence of the hydraulic on the diurnal cycle of the drinking water-soil temperature exchange.

Conclusions and recommendationsThis study proved an applicability of the model instrument to predict a temperature of the drinking water. However, heat transfer modelling approach requires additional improvements towards models’ accuracy, and an account of precipitation and soil moisture. The reliability of the methodology used in this thesis, should be verified for summer conditions when the air, net global radiation and soil temperature exhibit stronger diurnal fluctuations.

Student: L.MagdaCommittee: Prof.dr.ir. N.C. van de Giesen, Prof.dr.ir. L.C. Rietveld, Ir. M.M. Rutten, Dr. M. Dignum, Ir. S. Viester.


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Dit afstudeerproject van de studie watermanagement presenteert een methode voor het bedenken en afwegen van noodoplossingen voor boezemsystemen. De aanleiding is het plan van de provincie Noord-Holland en het waterschap Amstel, Gooi en Vecht om polder de Ronde Hoep te inunderen als noodoplossing voor de Amstelboezem.

Stroomschemanieuwemethodevoorgeneratieenafwegingalternatieven

MethodeDe verbeteringen van de nieuwe methode zijn de morfologische methode gebruiken voor het genereren van alternatieven, omdat deze geen opties uitstluit, het toevoegen van”robuustheid” als criterium omdat dit belangrijk wordt geacht voor noodoplossingen en het toevoegen van “bewonersbegrip” als criterium, omdat de bewoners zich op dit moment verzetten. Bewonersbegrip wordt voorspeld aan de hand van de “prospect theory”, die zegt dat men hogere risico’s neemt voor het voorkomen van een zeker verlies.

Case study en ControleDe nieuwe methode is toegepast op de Amstelboezem als case study. Vervolgens zijn de daarin gedane aannames gecontroleerd door een telefonische enquête onder bewoners. Aan de hand daarvan is de beoordeling aangepast.Uit interviews met experts op het gebied van boezems komt een gemengd beeld naar voren over nut en

noodzaak van deze nieuwe methode als geheel. De toevoeging robuustheid wordt als interessant gezien, maar de nadruk erop is wellicht te groot.

ConclusieHet morfologisch overzicht, dat gebruikt is om alternatieven te genereren, werkt, maar is niet de meest efficiënte methode om tot alternatieven te komen, maar mits goed uitgevoerd, wel zorgvuldig. Het toevoegen van “robuustheid” als categorie lijkt in het geval van noodoplossingen een nuttig hulpmiddel. Het geeft extra informatie en differentieert tussen oplossingen.Bewonersbegrip volgens de “prospect theory” lijkt te werken in dit geval, maar het is de vraag of de theorie ook goed kan voorspellen bij een nieuwe case. Het lijkt wel nuttig om met bewonersbegrip rekening mee te houden.Het resultaat van de afweging is in Figuur 2 te vinden. De conclusie over één beste optie wordt aan anderen overgelaten.

GecorrigeerdebeoordelingvanalternatievenvooreennoodoplossingvoordeAmstelboezem

Nood op de BoezemEen methode voor noodoplossing bedenken en afwegen case study Amstelboezem

Student: J.W.NelissenCommittee: Prof.dr.ir. N.C. van de Giesen, dr.ir. M.W. Ertsen, ir. A.J.J. Vergroesen, dr.ir. J.S. Timmermans,

ir. R. Bormans (Arcadis)


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4 Watermanagement


Staying ahead of the flood; The influence of higher resolution flood simulation models on the accuracy and visualisation of information.

Interest in flood management has increased over the last decades. Lost of lives and goods as result of floods in the past and the increased risk for floods in the future as a results of climate change, contribute to this increased interest. This research focuses on the possibilities of modelling the evolving of flooding of a polder as a result of a dike breach. To reduce the vulnerability of a polder for floods, accurate information about floods is important. Most of the Dutch water boards have models for the simulation of flooding of their polders, but are not used in the decision making process. In order to improve the decision making process of water managers, the following research questions are studied:1. What is the effect of the resolution of flood

simulation models on the accuracy of the model output?

2. What is the effect of the schematisation method in flood simulation models on the accuracy of the model output?

3. How can the model results be presented best to increase the usability of flood information?

Current used simulation models are low resolution flood models. The low resolution refers to the resolution of the bottom level of the project area. Higher resolution flood models can be made, because new data of the bottom levels are available with a resolution of 0,5x0,5m. A case study is done to compare the results of models with different resolution. A relation between the resolution of the models and the output of the models is demonstrated. The time of inundation, flow velocity and rate of rise of the water level are more accurate when the resolution is increased. Especially on local scale large differences are found. From the case study it can also be concluded that increment in accuracy is not linear. For example, the accuracy of models increased more by increasing the resolution from 100m to 25m than by increasing the resolution from 10m to 2m.

Floods scenarios can be schematised in several ways. Analyses are done to determine the influence of the way of schematisation of the project area on the accuracy of the model output. It is researched in which way watercourses and built-up area need to be schematised to obtain the most accurate results.

Besides obtaining accurate, high resolution model results, the interpretation of those results is important as well in the decision making process. To understand the output of the flood scenarios, the results are visualised. This can be done by converting the output grids to coloured raster maps. Those maps can be placed on top of aerial photographs of the floodplain. In this way an animation can be made which shows for each time step an over view of what happens in case of a flood. The resolution of the results determines the resolution and accuracy of the visualisation. Besides the 2D visualisation of the results, it is possible as well to animate the flood scenario in 3D with the use of a point cloud of the bottom level.

High resolution simulations of a flood scenario can provide a better understanding of the effects of a flood than lower resolution simulations, both on local and on general scale. Damage and causalities caused by floods can be better estimated and grounded decisions can be made to reduce them. Evacuation can be better planned with high resolution models in both horizontal (out of the area) and vertical direction (to higher floors). Especially on a local scale, a high resolution visualisation of a flood can contribute to balanced decision making.

It can be concluded that the current flood simulation models can be improved by increasing the resolution of those models. However the calculation time increases drastically by increasing the resolution. This reduces the practical use of those models. A trade-off needs to be made between the gain of information as a result of the increase of accuracy and the negative effects of the increase of the calculation time.

Student: O.K.PleumeekersCommittee: Prof.dr.ir. N.C. van de Giesen, Prof.dr.ir. G.S. Stelling, Dr.ir, O.A.C. Hoes, Dr.ir. P.E.R.M. van Leeuwen,

Ir. J. Verbree (Nelen & Schuurmans)



Transport & Planning

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5 Transport & Planning


Reconnecting Rotterdam Port

How the physical and mental connections between the port and its surroundings can be restored by extending the regional public transport system, in order to enhance the competitive position of the Port of Rotterdam.

The Port of Rotterdam used to be embedded in the city. Yet, when the port grew and started to automatize, and public reluctance to the port emerged, the port grew apart from its surroundings. The goal of this project is to re-establish this connection by means of public transport, solving the different problems that have risen because of this poor connection, thereby enhancing the competitive position of the Port of Rotterdam within the European port industry.

Three different public transport network have been designed based on different criteria, like reducing congestion, opening up new labour markets and stimulating knowledge connections. These criteria are made spatial with ARCGIS (figure 1).

Potentialnewworkforcefortheportareain2025(CBS)

The different networks are tested on travel behavior & cost efficiency, socioeconomic relevance and transit oriented development potential, by combining Omnitrans and ARCGIS output (figure 2).

The proposed network makes use of a new tunnel under the New Waterway, combining a connection between Hellevoetsluis – Rotterdam and The Hague – Maasvlakte (figure 3). This system combines different flows, ensuring an adequate occupation throughout the day, making the system economically feasible.

Theproposednetworkalternative,withthetransitreachfromBotlek

The total report can be downloaded from the following link: http://repository.tudelft.nl/view/ir/uuid%3Affb3c73f-bcdc-4c68-b231-4af85b9ca1ad/

Student: AartdeKoningCommittee: Prof. dr. H.J. van Zuylen (chairman Transport & Planning), Ir. F.F. Colombo (main mentor Urbanism),

Dr. Ir. R. van Nes (main mentor Transport & Planning), V..E. Balz (second mentor Urbanism), C. Deelen (mentor Port of Rotterdam)

ForfurtherinformationpleasecontactthesectionTransport&Planning,+31(0)152789341

http://repository.tudelft.nl/view/ir/uuid%3Affb3c73f-bcdc-4c68-b231-4af85b9ca1ad/

http://repository.tudelft.nl/view/ir/uuid%3Affb3c73f-bcdc-4c68-b231-4af85b9ca1ad/

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In the road network of the Netherlands interchanges are an important link. This is where an exchange of traffic between highways and secondary roads is possible. However, not all interchanges are functioning optimally. The main problems that occur around interchanges concern the traffic flow and safety. This research wants to explore the possibility that alternative forms of interchanges solve these problems. It provides insight into what issues affect the design of an interchange and integrates these issues together with possible interchange designs into an assessment framework. In order to do this, the pros and cons of different interchange designs are considered. The assessment framework can then help in making design choices for new or modified connections.

There are several aspects of the design of a connection that have to be taken into account. The function of the interchange in the network is important, as is the right-of-way required by the proposed interchange. During the design of traffic constructions it is always important to pay attention to the safety of road users and the principles of Sustainable Safety. In order to be able to find the right interchange design one must also have information about the required capacities. What amount of traffic will use the interchange and on which moment? Special issues here are slow and freight traffic. More towards the detailed design, there are various statutory requirements and design guidelines which also must be met. Finally, there are costs, which in itself may not be too high, but must also be reasonable, compared to the benefits. In the assessment framework the most important aspects are considered.

Literature review delivers remarkable results. There are sources available that show various unconventional interchange types capable of competing both in terms of flow and in terms of road safety with the more common interchange types in the Netherlands. Especially the diverging diamond interchange and the contra-flow left interchange are attributed a high performance. The single point urban intersection has fewer advantages in terms of applicability and is more dependent on certain conditions, such as the absence of slow traffic.

Literature review shows that the most interesting interchange types for inclusion in the assessment tree are the compressed diamond intersection, the bone roundabout, the contra-flow left interchange, the single point urban intersection and the diverging diamond interchange. The five alternatives are simulated with the program VISSIM. The following variables were used: intensity on secondary road, intensity on on and off ramps, the presence of slow traffic and the amount of freight traffic. Based on this simulation the contra-flow left interchange and, at lower intensities, the diverging diamond interchange turn out to be alternatives with a good traffic flow under varying circumstances.

By combining the results of the literature study and the computer simulation an assessment framework can be established. To make the use of this framework as simple as possible, it is designed as a decision-tree. This way, only the most necessary considerations need to be made during the design process. This study shows that there are opportunities to compensate problems with the flow and safety at interchanges with alternative forms of interchanges. This study brings an assessment framework that guides in choosing the right alternative, in a way that provides the user clarity about what the beneficial points of a certain design are.

Palen,vander.jpg

Development of an assessment framework to weigh conventional and unconventional interchange designs based upon literature research and micro-simulation

Student: ArjanvanderPalenCommittee: Prof.dr.ir. I.A. Hansen (TU Delft, Transport en Planning), Ir. P.B.L. Wiggenraad (TU Delft, Transport

en Planning), Ir. L.J.M. Houben (TU Delft, Weg & Railbouwkunde), Ir. T.J. Spanjer (Witteveen+Bos)


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Coordinated signal control for urban networks by using MFD

Dynamic Traffic Management (DTM) is preferred rather than the construction of new roads to increase traffic performance. This is because space is scarce and costs are high. It is possible that DTM measures solve a problem locally but create another problem elsewhere in the network. Then, those DTM measures should be coordinated in order to reach a better performance.

Coordination of DTM measures can be computationally expensive. To manage the scale, a hierarchical approach can be considered in which an upper level control calculates the desired traffic states in the subnetworks it is responsible for. Recently, empirical evidence is found that the traffic state of an urban road network can be described by a diagram with a constant shape: the Macroscopic Fundamental Diagram (MFD). In this thesis, one of the objective is to find out whether this is true for a small urban road network, with different traffic load and different traffic control strategies. A part of Amsterdam’s local road network near highway exit S102 is used for conducting experiments.

The scope of the thesis is the control in an urban traffic (sub)network by means of traffic lights and ramp metering. As a control method, Model Predictive Control is chosen because of its ability to predict, combine multiple objective functions, to deal with multivariate processes and to consider constraints. The prediction model needed for MPC, is a macroscopic urban traffic model (S-model). The S-model performs calculations relatively fast, compared to a microscopic simulation model like Vissim or Paramics.

There are two conclusions. One is that the compatibility between the S-model and Vissim too low at this moment. The main source for this problem is the way link flow is modelled. Despite this issue, the simulation environment for the MPC controller is finished and working technically.

The other conclusion is that the shape of MFD is found to be constant for fixed time control. When considering Vrigen control, some more variation was found, although the diagrams still shows a typical fundamental diagram shape. These findings do not prove that the MFD is always constant when the control strategy is constant. It is therefore not yet suitable as a communication tool in a hierarchical traffic control concept. It is recommended to perform more experimental research to confirm whether there is one constant shape or if there are several constant shapes, or if there are conditions in which the shape of the MFD is unpredictable.

Student: MaartenStratingCommittee: Prof. Dr. Ir. S. P. Hoogendoorn (TU Delft), Dr. Ir. A. Hegyi (TU Delft), R. Landman MSc (TU Delft),

S. Lin MSc (TU Delft), Dr. Ir. S. Hoogendoorn-Lanser (Rijkswaterstaat, DVS), Dr. Ir. H. Taale (Rijkswaterstaat, DVS), Ir. P. B. L. Wiggenraad (TU Delft)


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Due to growing mobility in densely populated urban areas, public

pedestrian walkways are becoming more and more crowded. Since space

in these densely occupied areas is highly valued, the use of every square

meter must be evaluated carefully. Microscopic pedestrian simulation

models can provide such evaluation. However, fundamental knowledge

on individual pedestrian behavior underpinning these models is hardly

available. This study focuses on the so-called interaction behavior

between individual pedestrians. It comprises the identification of aspects

that influence individual interaction behavior, their effects on pedestrian

movement and how these effects can be described and predicted.

In unhindered walking, personal walking capabilities determine the

intended path in lateral and in longitudinal direction. Walking outside

of this intended path in unhindered walking is defined as interaction

movement. Also, the passing side and the extent of evasion from the

mean intended path are investigated. The effects of the direction

of approach (i.e. bidirectional, crossing and overtaking situations),

individual gender and motion pace and small groups on these three

assessment criteria are examined. Laboratory experiments have been

performed to obtain data on individual pedestrian interaction behavior.

In these experiments twelve participants are initially asked to walk a

length of 20 meters unhindered by other pedestrians. Thereafter, two

or three participants are asked to walk simultaneously, in such a way

that interaction between them is provoked. This has resulted in 1586

trajectories of individual pedestrians.

The unhindered trajectories are used to derive boundaries for the

intended path in unhindered walking, mean walking paths and mean

walking speeds. In addition, a method is presented to analyze the

swaying effect in unhindered walking. It has been shown in this study

that the observed step lengths and step frequencies are inversely

proportional to each other. It is found that individual pedestrians perform

interaction movement in 88% of the interaction situations

observed in this study. These movements can be interpreted as some

gallantry towards other pedestrians. This finding justifies the detailed

modeling of pedestrian interaction movements in microscopic simulation

models. In the bidirectional situation pedestrians strongly prefer passing

each other on the right hand side. In crossing situations, walking in a

hurry increases the probability of passing in front of other pedestrians

and meeting a small group of two pedestrians increases the probability

of passing at the back of this group. The passing side and the direction

of approach mainly determine the direction and the extent of evasion

from the individual mean walking path and from the individual mean

walking speed during interaction. Pedestrians seem to prefer larger

lateral evasion in bidirectional situations and larger longitudinal evasion

in crossing situations. Men laterally evade more than women and hurried

pedestrians laterally evade more than normally walking pedestrians. It

seems that hurried pedestrian are either granted ‘right of way’ or that

they take the initiative themselves in an early stage of the interaction

process. The extent of evasion is larger when small groups are

encountered.

The observations on pedestrians in individual interaction situations differ

in a number of issues from observations on individual pedestrians in

flows. This indicates that behavioral reactions of individual pedestrians to

other individual pedestrians differ from behavioral reactions of individual

pedestrians to pedestrian flows. Moreover, it follows from this study

that the passing side determines the ensuing lateral and longitudinal

evasion. A conceptual model for implementing this into pedestrian

models is given in the attached figure. This model differs from other

models since interaction movements are determined based on a decision

on the passing side instead of the other way around. Furthermore,

hurried pedestrians behave significantly different than normally walking

pedestrians and this aspect should thus be modeled. Several aspects

regarding individual pedestrian interaction need further research. Among

these are the initiation moment of interaction movements and the effects

of gender, body size and age on pedestrian interaction. These aspects

can be investigated with the observations obtained in this study. The

effects of multiple individual pedestrians on the individual interaction

behavior (i.e. individual behavior within pedestrian flows) were not

investigated in this study. To gain knowledge on these effects it is of

interest to analyze whether behavioral reactions of individual pedestrians

to other individual pedestrians significantly differ from behavioral

reactions of individual pedestrians to pedestrian flows.

Microscopic interaction behavior between individual pedestrians

Student: DirkVersluisCommittee: Prof. Dr. S.P. Hoogendoorn (TU Delft), Dr. W. Daamen(TU Delft), M.C. Campanella MSc (TU Delft),

Prof. Dr. M.H. Overmars (Utrecht University, Department of Information and Computing Sciences), Ir. P.B.L. Wiggenraad (TU Delft)


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Accident modelling of road intersections in The Hague

De verkeersveiligheid neemt steeds verder toe in Nederland. Dit is een positieve ontwikkeling, maar bemoeilijkt onderzoek naar de verkeersveiligheid. Er zijn immers minder (recente) ongevallen om te bestuderen. Daar komt bij dat de kwaliteit van de ongevallenregistratie afneemt, waardoor het lastig is om risico’s in kaart te brengen. Een ongevalmodel legt een relatie tussen bepaalde (verkeerskundige) kenmerken van een weg of kruispunt en het aantal ongevallen. Voor het gebruik van een ongevalmodel zijn geen ongevaldata nodig, alleen de verkeerskundige data van de te onderzoeken locatie. Voor opstellen van het ongevalmodel zijn wel ongevaldata nodig. Hierdoor is het een instrument om, zonder ongevaldata, een uitspraak te doen over de verkeersveiligheid. Tevens kan een ongevalmodel gebruikt worden om mogelijke maatregelen te vinden, doordat het model inzicht geeft in de invloed van de verschillende kenmerken. In deze studie is een aantal ongevalmodellen opgesteld voor enkelstrooksrotondes. Meerstrooks- en turborotondes vallen af, daarvoor zijn te weinig data beschikbaar. De studie is uitgevoerd in samenwerking met het Stadsgewest Haaglanden.

In een dataset zijn alle enkelstrooksrotondes binnen het Stadsgewest Haaglanden opgenomen waarvoor minimaal 2,5 jaar aan ongevaldata beschikbaar zijn. Er is gebruik gemaakt van ongevaldata van de periode 2003-2008. Dit betekent dat de lengte waarvan de ongevalhistorie bekend is kan variëren van 2,5 jaar tot 6 jaar. Om de rotondes met elkaar te kunnen vergelijken, is het totaal aantal ongevallen per jaar en het aantal slachtofferongevallen per jaar berekend. Deze twee variabelen zijn de afhankelijke variabelen voor de ongevalmodellen.

De parameters van de modellen zijn geschat met behulp van de kleinste kwadraten methode. Om de resultaten te verbeteren is een weging toegepast aan de hand van het aantal jaren ongevalhistorie. Rotondes waarvoor een langere periode aan ongevalhistorie bekend is geven een betrouwbaarder gemiddelde en tellen zwaarder mee.

Alle modellen moeten, gezien het aandeel verklaarde variantie (R2) en de grootte van de dataset, indicatief benaderd worden. Hierdoor kunnen de modellen niet gebruikt worden voor kwantitatieve uitspraken. De modellen kunnen echter wel gebruikt worden om te bepalen welke kenmerken het meest van invloed zijn op de verkeersveiligheid en welke maatregel het meest effectief is. De modellen zijn vergeleken met de richtlijnen voor het ontwerp van een rotonde. Hieruit is gebleken dat de richtlijn mogelijk een te grote afstand tussen de rotonde en de fietsoversteek aanbeveelt als fietsers uit de voorrang zijn. Het ongevalmodel maakt echter geen onderscheidt tussen de voorrangssituaties, dus een directe uitspraak is niet mogelijk. Verder onderzoek is daarentegen gerechtvaardigd.

De richtlijn voor de voorrangssituatie komt ook niet overeen met de uitkomsten van de modellen. Net als in andere studies, blijkt ook uit het model dat het veiliger is om fietsers zowel binnen als buiten de bebouwde kom uit de voorrang te houden. Volgens de richtlijn dienen fietsers echter binnen de bebouwde kom in de voorrang te zijn en buiten de bebouwde kom uit de voorrang. Een aanpassing van de richtlijn op dit punt moet dan ook overwogen worden.

Student: P.H.VoorburgCommittee: Prof. Dr.-Ing. I.A. Hansen (TU Delft), Ir. P.B.L. Wiggenraad (TU Delft), Ir. T. Heijer (TU Delft),

W. Serné (Stadsgewest Haaglanden), C.W.A.E. Duivenvoorden MSc (SWOV)


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There is a more sustainable way of organizing traffic, than the current practice. Sustainable mobility means that the current population can fulfil their need for mobility without limiting other people and other generations to fulfil their needs. Al their needs that is, so not only the need for mobility but also for peace and quiet and for clean ear. Technical solutions alone are not sufficient to create a sustainable transport system. The travel behaviour of people will have to change. People should be aware of the consequences of making a trip when choosing a destination and a mode. To accomplish that, the local surroundings should encourage sustainable travelling. There are different characteristics of a neighbourhood that encourage sustainable travel. However, this knowledge is rarely put to practice in designs for the development of neighbourhoods. The amount of traffic that buildings generate is usually taken as a given and connections are build to accommodate this traffic. The objective of this Master thesis is to explore the possibilities to use the developments of neighbourhoods to create a more sustainable transport system and find a way to put the possibilities in a design.

Possibilities to make neighbourhood development contribute to sustainable mobility

A neighbourhood has to be accessible for people and goods. Spatial planning can generate better accessibility by changing the location of activities relative to each other. The closer different activities are, the better the accessibility between them. Shorter distances give an advantage to walking and cycling. On top of that high density clusters are easy to connect with public transport. For a good result it is necessary to mix functions though, big mono functional areas can have high densities but still cause long distance travels from one area to another. Building neighbourhoods and buildings that can accommodate different activities will add even more sustainability because it can cope with changing demands from society.

Design strategy DCBADesigning a neighbourhood starts with the wish to solve a certain problem or to utilize opportunities in an area. This is the ‘vision phase’. In this phase the influence on the resulting travel decisions of people is the greatest. The developed design strategy creates four visions. Each of those visions has an different level of ambitions; D “Business as usual”, C “Low hanging fruit”, B “Realistic sustainable” and A “Beyond Copenhagen”.

Conclusions and recommendationsTwo cases, locations in the city of Rotterdam, were examined with the developed design strategy. The generated designs give a useful insight in the relation between mobility and spatial planning. They can also serve as an aid to choose an ambition regarding sustainability. The designs have the appropriate level of detail concerning the connections for the ‘vision phase’. Other aspect that are relevant in this phase have less detail. This strategy and the developed designs are therefore not the only source of information in this phase. Input from other specialties can complete the designs to an integral vision. The strategy might also be useful at a higher scale. This could be subject to further research.

Rotterdam needs a collection of measures comparable with those from ‘vision C’ to accomplish their current goal for reducing CO2 discharges. Although it could be useful from some points of view, it is not likely that the entire city will be reconstructed. This entails an even bigger effort is needed for the sights that will be (re)constructed. Rotterdam will have to focus on the more sustainable vision ‘B’ for these areas and should investigate the possibility of ‘vision A’ on certain locations.

Sustainable mobility at urban development

Student: YvonnevanZonCommittee Prof. Ir. F. M. Sanders (TU Delft, Citg, Transport &Planning), Ir. P.M. Schrijnen (TU Delft, Citg,

Transport &Planning), Dr. ir. R.M. Rooij (TU Delft, BK, Spatial Planning and Strategy), M. Couperus (dS+V, Verkeer en Vervoer), Ir. P.B.L. Wiggenraad (TU Delft, Citg, Transport &Planning)


Theses Offshore Engineering

6.

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6 Offshore Engineering Theses


The design of an offshore floating lifting vessel specialized in installing wind turbines

Currently offshore wind farms are installed with aid of a handful of small jack-up vessels. In the near future the installation of many new offshore wind farms is planned thus resulting in an expected shortage of installation capacity. The design requirements for the new offshore wind farm installation vessels are influenced by the characteristics of these planned offshore wind farms. These wind farms are designed with larger wind turbines and at sites further from shore, in deeper waters. The future installation vessels include these wind farm characteristics, designs of larger vessels with larger jacking legs are proposed. Further, the time cost of the jacking procedure will have to be reduced as it is a time consuming procedure that needs to be repeated for the installation of every wind turbine of the wind farm.

All these considerations result in the search for an alternative wind turbine installation vessel. An installation vessel that stays afloat during the installation has no need for the costly jacking components and the slow jacking procedure is no longer required. However as the floating vessel is in motion due to waves, it should be equipped with a system that compensates the motion of the hoisted wind turbine. The feasibility of a floating installation is studied together with the design outline of a floating installation vessel. Four distinctive floating vessel concepts are designed and compared. The work aims at the identification of

which factors are decisive for the selection of a floating installation of a wind turbine. Furthermore, a motion compensator is designed and modeled in Matlab-Simulink. The motion responses at the crane tip of the four concept vessels are imported in the simulation of the compensator to predict the rest motion of the hoisted wind turbine after compensation. Once the limitations of the installation procedure are specified, the workability of the four concept vessels and of an upcoming jack-up vessel, used as reference, is determined for three actual wind farm locations. The analysis at three sites is done in order to avoid the overestimation of possible favorable characteristics of the vessels being site specific.

The workability analysis of the designed concept vessels shows that floating installation is possible. Several motion compensator designs are analyzed, it is found that a hydraulic cylinder which counter acts the heave motion for the wind turbine by paying out or pulling in the lift wire, assisted by a second system which guides the turbine to its foundation is the most favorable compensator design. A study of the entire wind farm development process is conducted in order to distinguish the most desirable vessel characteristics. It is noted that preparatory processes, as the jacking of a vessel, slows down the development process considerably. The decisive vessel characteristics are a minimal excitation at the crane tip during installation and a high transit speed, both facilitate swift realization of wind farms. Furthermore a cost analysis has been done, several of the designed concept vessels require a considerable lower investment as a jack-up vessel. A concept which excels in every category is not found. Yet one of the vessel concepts scored well above average for all categories, a catamaran.

Based on the results a design outline of a catamaran lifting vessel is proposed. The catamaran positions itself around the foundation of the wind turbine leading to beneficial motion responses during installation of the wind turbine. The streamlined hulls of the catamaran and the small draft enable a high transit speed. A relatively inexpensive vessel able to transport several wind turbines at a time is proposed as a viable alternative to jack-up installation vessels.

Student: YannickVanHoofCommittee: Prof.dr.ir.R.H.M Huijsmans, Ir. G. Tol, Ir. P. Albers, Ir. J.A. van Santen


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Graduation Theses March 2010

In recent years the European Union is promoting the use of sustainable energy sources. In the Renewable Energy Directive of 2009 the EU sets out targets to reach a 20% renewable energy share in 2020. In the plans of the European Commission offshore wind energy is a key technology to reach this goal. Predictions are that the offshore wind energy market will have an average annual growth of 28% until 2020. This results in annual installations of 9 gigawatts of offshore wind turbines in 2020, compared to 1 gigawatt in 2010.

The majority of the offshore wind turbines will be installed by jack-up vessels in water depths up to 40 m. In order to lower the costs of offshore wind energy the installation process of offshore wind turbines should be optimized. At this moment the jack-up sails back and forth between the wind farm location and the port with wind turbine components. One option to increase the efficiency of the installation process is to feed the jack-up vessel using a supply barge. This would save the time of the trip between port and offshore location.

To evaluate the viability of the feeder option we need to know the limiting sea states for a lifting operation from a barge. The criteria for most of the parameters are described in offshore regulations. However the criterion to avoid collision between the moving barge and cargo after liftoff is poorly described. For this thesis study a model is developed which fills this gap. The model uses basic characteristics of the crane, cargo and supply barge. It calculates the sea states in which the chance of collision between cargo and supply deck is acceptable. The model was verified and the results are in accordance with numerical calculations.

A case study is performed to qualify the limiting parameters for offshore wind turbine installation using a supply barge. Conclusion is that the integrity of the lifted cargo is warranted for significant wave heights below 1.2 m. For typical offshore wind farm locations this translates to an average annual operation window of 63%. The case study is also used to investigate potential ways to increase the operation window of the lifting operation. Simulations show that the operation window can be increased by 20% using an Onboard Wave and Motion Estimation system. This system is in development at Delft University of Technology as part of a Joint Industry Project.

Selection of limiting Sea States for Offshore Wind Turbine Installation

Student: JaapPietersCommittee: Prof.dr.ir. R.H.M. Huijsmans, Ir. G. Tol, F. Vanhee


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Air-gap assessment during severe weather conditions

Norway is known as one of the biggest oil exporters in the world and is unique, compared with the other large exporters, because it produces its oil exclusively from offshore oilfields. The Veslefrikk field is one of these offshore oilfields, in operation since 1989 and made up of the floating B-platform and the fixed A-platform. The B-platform is a converted drilling rig and is home to the production facilities and living quarters of both platforms. The motive for this thesis comes from experiences with the Veslefrikk B platform; it encountered a number of minor wave-deck impacts during the first years of operations before experiencing a major impact in 1995. While this impact did not cause any fatalities, it inflicted significant damage to the living quarters, which was reason enough to perform model tests to investigate the air-gap. The results of these tests led to a decrease in the survival draft of the platform and therefore to an increase of the air-gap to 17.5 m.

While the original development plan was to cease operations in 2009, Statoil and its partners want to extend the operation of the field to 2020. The platforms have to be reassessed through a number of tests and analyses before qualifying for this extension. The analysis of the air-gap with the use of model tests is one of these analyses. Beside these model tests, it is also possible to analyse the air-gap using numerical methods. The objective of this thesis is therefore to compare the results of these two approaches and the resulting air-gap predictions.

The two methods used for this comparison are the model tests and the linear diffraction analysis. For each of these methods, the air-gap has been predicted for the Ultimate (ULS) and Accidental Limit States (ALS), with emphasis on the last limit state. The weather conditions during these limit states correspond to

respectively 100 and 10.000 year conditions. The air-gap predictions are carried out using the environmental contour method, because this method makes it possible to estimate the long-term air-gap while using short-term (3-hour) simulations. The model tests and diffraction analyses are carried out for the same set of waves and wave directions. After both methods are completed, the comparison between the model test and the linear diffraction is carried out using several steps. Two of these steps are the Bootstrapping and Monte Carlo methods, both statistical methods that give some additional information for the comparison.

The results from the model tests clearly indicate that the Veslefrikk B platform might encounter further wave-deck impacts in the nearby future, even with an air-gap of 17.5 m. While the linear diffraction predicts no impacts at the Veslefrikk B platform in the coming years. This non-conservatism of the linear diffraction can be corrected, but the difference found for the Veslefrikk B platform is larger than the differences for other platforms. This thesis therefore shows that model tests are still the recommended tool when dealing with air-gap assessment.

Student: BartSlingerlandCommittee: Prof.dr.ir. R.H.M. Huijsmans, Dr.ir S.A. Miedema, Dr. S.K. Haver, Dr.ir. T. Bunnik


Last year’s Theses

7.

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7 Last year’s Theses


Master’s Theses March 2010

Civil Engineering Theses


Self-healing in ECC materials with high content of different micro-fibres and micro-particles Student:S.Antonopoulou

Immersion of underpasses underneath highways Student:JordivanGroesen

Dry High Performance Fiber Cables for Civil Engineering Structures Student:DetlevKeijdener

Recalculation of a post-tensioned solid concrete slab bridge (1963) Student:J.Kooiman

Effect of cope holes in the crossbeam of orthotropic steel bridge decks Student:P.P.M.vanPol

Overlay of orthotropic steel deck bridges with prefabricated concrete elements Student:P.L.Quist

Lateral-torsional buckling of coped beams with single sided angles as end connections Student:Dipl.Ing.F.I.Romo-LerouxIdrovo,MScBA

Structural Dynamic Analysis of a VAWT Student:J.Truijens

Semi-analytical modeling of the earthquake response of an LNG tank using the dynamicsub-structuring technique Student:ApostolosTsouvalas

Self healing in ECC materials with low content of different micro-fibres and micro-particles Student:E.Tziviloglou

Nonlinear Finite Element Modeling of Cylindrical Diaphragm Wall Student:ChristinaVlachioti


Progressive Collapse IndicatorStudent:S.J.(Simon)Bolle

Optimization of Solar Energy Usage for Dwellings with a Solar Thermal SystemStudent:B.J.C.M.Hendriks

Swimming pool “De Vosse”Student:AlexLangeveld

Wind-induced sound on buildings and structures Student:J.C.F.Ploemen

Precast concrete cores in high-rise buildings Student:K.V.Tolsma


Uncertainty analysis of the mud infill prediction of the Olokola LNG approach channel Student:SuzeAnnBakker

Lateral behavior of large diameter offshore monopile foundations for wind turbines Student:LeonBekken

Pre-stressed diaphragm walls Student:L.Francke

Dune erosion along curved coastlines Student:BasHoonhout

Spatial distribution of wave overtopping Student:D.C.P.vanKester

WAD een beweging Student:W.Knaack

Piled and reinforced embankments: Comparing scale model tests and theory Student:Herman-JaapLodder

Connecting Maasvlakte 1 & 2 Student:P.M.(Pieter)Nordbeck

Modelling of Installation Effect of Driven Piles by Hypoplasticity Student:PhamHuyDung

The influence of an Ecobeach PEM on beach development Student:Jelle-JanPieterse

Foundations in Almere: The bearing capacity of precast concrete piles in Almere Student:MarcoSpikker

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Binnenvaart Service Centrum op Maasvlakte 2, een haalbaarheidsstudie Student:RobertZuidgeest

Water Management

Future use of Aquifer Thermal Energy Storage below the historic centre of Amsterdam Student:RubenJohannesCaljé

Closing the water balance of lake Lauwersmeer Student:K.P.Hilgersom

From rainfall to runoff: Hydrological processes resulting in threshold behaviour and low rainwater contribution in rapid subsurface flow. Student:RubenRothuizen


Validation Microsimulation Models for Rail TrafficStudent:MartenAgricola

E-mission. Ontwikkeling van een Decision Support tool voor verkeersemissies bij bedrijven Student:JorritKonings

Allochtonen onderweg Student:RikVerhoeven

Return of water in the city Student:JandeVries

Offshore Engineering Theses

Outline design of a semi-submersible wind turbine installation vesselStudent:AndreasCroes

Technical feasibility of offshore wind turbine installation with a spudpile vesselStudent:JaspervanderDussen

Reducing Seafastening Time for Jacket Removal Projects in the North Sea Student:JanPieterDuvekot

Integrated Design Methodology for a Monopile Support Structure for Offshore Wind Turbinesusing Numerical Optimization Student:PaulGodfroy

Feasibilty of tripod support structure for Offshore Wind Turbine in deeper waters Student:AtikundeLawal

An alternative solution for joining and installing tendons of a tension leg platform Student:ReinieroptenNoort

Wake influence on tidal turbine performance and tidal farm arrangements Student:MoritzPalm

Improve Set-down Operations during Removal Activities in the North Sea Student:TomPiscaer

Torsion in offshore wind turbines and the effect of torsion on a jacket support structure Student:MaximSegeren

Friction forces in pigging: a predictive model Student:M.Tillemans

Validation of Hydrodynamic Load on Stinger of Pipelaying vessel Solitaire Student:TongBai

Pieter Schelte - Jacket Lift System: Dynamic Analysis of the Initial Lifting Phase Student:FlorianWasser

Optimizing Heerema’s pipe supply process for future pipelay projects Student:RemcovanderWielen

The added mass effect in centrifugal pumps Student:J.M.vanWijk

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

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

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

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

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

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

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

Maximum possible diameter of the Great Dubai Wheel Student:WoutLuites

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

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

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

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

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

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


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

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

The extent to which the EMVI instrument has contributed to the achievements of the business objectives ofRijkwaterstaat Student:C.Otto

Living Apartment Concept Student:C.Sekanyambo

Tool to design masonry double-curved shells Student:T.J.vanSwinderen

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

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

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


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

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

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

How biofilms influence morphology. Student:MyronvanDamme

Dune growth on natural and nourished beaches Student:ThijsDamsma

Master’s Theses October 2009

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

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

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

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

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

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

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

The energy polder Student:LeslieMooyaart

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

New Orleans Storm Surge Barrier Student:RuudNooij

Failure of Peat Dikes due to Drought Student:NterekasDimitrios

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

Loads on underwater concrete floors and tension piles due to swellStudent:RogierSchippers

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

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

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

Evaluation of Material Models for Liquefaction Student:AntenehBiruTsegaye

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

Movable water barrier for the 21st century Student:FlorisvanderZiel

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

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

Water Management

Water use of jatropha Student:RoelBlesgraaf

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

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

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

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

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

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

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


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

Development of District Heating Networks in Urban Areas Student:DaanvanBeekum

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

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

Verbetering vervaardigingproces GVVP’s Student:R.J.in’tHout

Optimization traffic control using route information Student:JunLi

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

Reducing Travel Time Loss in Financial Services Student:RalphOtto

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

Network Performance Degeneration in Dynamic Traffic Assignment Student:WouterSchakel

Vrouwezand, island in lake IJsselmeer Student:BartSimon

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

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

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


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

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

‘An investigation of squalls and their impact on in situ structures, using measured data from theGreater Plutonio Field, Offshore Angola’ Student:J.J.R.Brokking

Grab Dredger Optimization Student:RikrikGantina

On-Bottom Stability of High Temperature Pipelines Student:J.M.vanHilten

Design of a floating offshore support structure for the Wave Rotor. Student:ReinderJorritsma

Optimization of the Transport- & Installation Process of Offshore Wind Farms Student:CoenKleipool

Method for real-time touchdown point measuring during pipeline installation Student:J.M.deKlerk

Wake influence on tidal turbine performance and tidal farm arrangements Student:MoritzPalm

Mooring and installation of wave energy converter Wavebob Student:B.Poppelaars

Fatigue Integrity of Mooring Lines on Offshore Production Facilities Student:W.F.vanRossem

Deep Water Subsea Heavy Lifting Student:W.J.Slob

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Jack-up leg design for arctic operations Student:P.Smeets

Friction forces in pigging: a predictive model Student:M.Tillemans

Influence 90 degrees bends on the pressure losses in slurry transport Student:A.R.Verschoor

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Master’s Theses July 2009

Civil Engineering Theses


Grout backfill process of a nuclear waste disposal gallery: ‘A study into the most suitable filling strategy’ Student:P.A.P.Bakker

The effect of floor flexibility on the seismic behaviour of post-tensioned timber buildings Student:W.A.vanBeerschoten

Concrete walls, The evaluation of the reinforcement design methods in D-regions around openings and overhangs Student:J.Fitoury

The influence of traffic vibrations on the hydration process of early-age concrete Student:H.F.Galenkamp

The Great Dubai Wheel – Fatigue in the joints Student:D.J.Guthrie

The effect of new codes on the safety level of existing bridges Student:M.deHertog

Earthquake Bridge Trinidad: ‘A study into the effects of a bearing on a bridge pier’ Student:T.vanIngen

Fatigue behaviour of very high strength cast steel to rolled steel welded connections Student:F.Kizilarslan

Human induced vibrations on footbridges, Application and comparison of pedestrian load models Student:I.Roos

Hoge sterkte betonnen schuiven voor de extra spuisluis in de Afsluitdijk Haalbaarheidsonderzoek Student:T.Schavemaker

Dynamic behaviour of a multi-span maglev guidewayStudent:D.C.Tjepkema


Exergy-analysis applied to a heatpump system A heatpump system for residential use dynamically simulatedStudent:A.Blom

Lateral load design of tall buildings Evaluation and comparison of four tall buildings in Madrid, Spain Student:P.P.Hoogendoorn

Blast-resistant Building design Methods and solutions for the blast-resistant design of buildings subjected to an LPG tank truck explosionStudent:M.Janssen

Strategic collaboration in supported housingStudent:R.vanderMeulen

Transparant ductility Reinforcing a structural glass girderStudent:J.M.Rademakers

Prestigious high-rise in The Hague: The Koningin JulianapleinStudent:A.P.Slappendel

Construction methodology in high-rise residential buildingsStudent:R.P.P.Smeets

Hygro-Thermal Properties of Sheep Wool InsulationStudent:T.M.Tuzcu

Living bridge DordrechtStudent:C.P.vanWijk

Risk management in RussiaStudent:E.A.Zonnenberg


Under water unloading process of saturated sand through a small discharge opening –without the use of water jetsStudent:M.W.vanAalderen

Non-hydrostatic modelling of waves in layered fluidsStudent:S.H.Balkema

Experiment analysis; the relation between wave loading and resulting strain in an asphaltic concrete revetmentStudent:M.P.Davidse

Wave physics in the Agulhas Current using near-exact computations of wave-wave interactionsStudent:D.W.Dusseljee

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

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Wave reworking of a delta Process-based modeling of sediment reworking under wave conditions in the deltaic environment Student:M.M.Hillen

Sediment transport through the Eastern Scheldt storm surge barrier Student:L.Hoogduin

Explosion loads in immersed tunnels Student:D.J.deJong

Modelling the Giant Sandwaves of San Francisco BayStudent:J.Kooistra

Feasibility of a power plant Blue energy in the Dutch DeltaStudent:R.W.Quak

New Orleans storm surge barrier; an understanding of the hydraulic processes in front of and inside the superstructure Student:T.Sikkema

Coastal erosion processes near sea dikes in Hai Hau district, VietnamStudent:S.teSlaa

Monitoring and modeling nearshore morphodynamic behaviour on storm time scales Student:S.T.J.vanSon

Wave-driven alongshore currents in the surf zone Student:R.B.Treffers

Wave overtopping; Impact of water jets on grassed inner slope transitionsStudent:A.Valk

Water Management

Hydrograph separation using hydrochemical and isotope tracers in a semi-arid catchmentA case study in Makanya, TanzaniaStudent:R.Bohte

Urban water challenges: The design of a Cradle to Cradle water systemStudent:H.M.deBrauw

A comparison of three time-series analysis methods and their application on urban groundwater data in DelftStudent:I.Jensen

The behaviour of the fresh-water-salt-water transition zone in a dune area, including a case-study to deep water-extraction in the Scheveningen water supply dunesStudent:M.C.vanderKraan

Desalination using wind energyStudent:E.N.Rabinovitch

Capacity reduction of pressurized sewerage mains.Student:A.D.Schuit

Rethinking the design of infiltration facilitiesStudent:LeonValkenburg

A function-oriented methodology of flood vulnerability assessmentStudent:ZhenFang


Gebiedsontwikkeling De Zuidlanden, risico’s in de planningStudent:Y.H.Galama

The Design process. The interaction between an engineering agency and a client.Student:G.Groot

MOVE – to gold medal trainingStudent:W.K.deKoning

Conditional Priority for Public TransportStudent:W.Kooijman

Feasibility study of a Marina at Katwijk aan ZeeStudent:A.P.Laverman

Infra-investment explorer Development of an instrument which compares, selects and prioritizespossibilities for investment in infrastructure. Student:W.O.deLoos

Empirical analysis of merging behaviour A microscopic approach to establish a new theoryStudent:M.Loot

Ongoing traffic through city centresStudent:MirzaMilosevic

Cunettes method or integral raising? A choice based on direct, building and maintenance costs.Student:B.Odie

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The influence of dynamic route guidance systems on traffic managementStudent:A.vanVeluwen

Feasibility study and design of parallel toll infrastructure along the A10-NorthStudent:J.Verspuij


Pipelay stinger and stinger handling system design for the HLV “Oleg Strashnov”Student:WilsonGuachaminA.

Concept mooring design for a tidal energy platformStudent:D.S.M.Nierstrasz

The strength of a sand slice when cutting water saturated sandStudent:B.A.van‘tWesteinde

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Research Groups and professors within the faculty

Specialisation Name Telephone015-27.....

Design and Construction

ConstructionMechanicsResearchGroupConstruction mechanics Prof. J.G. Rots 83799 Dynamics Prof. A.C.W.M. Vrouwenvelder 84782 Numerical mechanics Prof. L.J. Sluys 82728

MaterialsScienceandSustainableConstructionResearchGroupActing chairman Prof. K. van Breugel 84954Fund. and Applied Materials Science vacancy

RoadandRailConstructionResearchGroupRoad Construction Prof. A.A.A. Molenaar 84812Rail Construction Prof. C. Esveld 87122

BuildingandCivilEngineeringStructuresResearchGroupGeneral Construction Design Prof. L.A.G. Wagemans 84752Concrete structures Prof. J.C. Walraven 85452Concrete modelling & materials Prof. K. van Breugel 84954 Building physics and installations Prof. J.J.M. Cauberg 83387Timber structures vacancy Steel structures Prof. J. Wardenier 82315Steel structures Prof. F.S.K. Bijlaard 84581Steel construction of buildings Prof. J.W.B. Stark 82303Building Technology vacancy Utility buildings Prof. J.N.J.A. Vamberský 85488

ProductDesignResearchGroupMethodical Design Prof. H.A.J. de Ridder 84921 Building Informatics vacancy

Hydraulic Engineering

FluidMechanicsResearchGroupFluid Mechanics Prof. G.S. Stelling 85426Environmental hydro informatics Prof. A.E. Mynett General Fluid Mechanics Prof. J.A. Battjes 85060

HydraulicandOffshoreEngineeringResearchGroupProbabilistic design and Hydraulic Structures Prof. J.K. Vrijling 85278Coastal Engineering Prof. M.J.F. Stive 84285Ports and Inland Waterways Prof. H. Ligteringen 84285River morphology & River Engineering Prof. H.J. de Vriend 81541Offshore Engineering Prof. J. Meek 84777

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

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Research Groups and professors within the faculty

© 2010 – Technische Universiteit Delft

LayoutMultiMedia Services – TU Delft

Specialisation Name Telephone015-27.....

Water Management

SanitaryEngineeringResearchGroupSewerage Prof. F.H.L.R. Clemens 83347Waste Water treatment Prof. J.H.J.M. van der Graaf 81615Drinking Water Prof. J.C. van Dijk 85227

WaterResourcesResearchGroupHydrology Prof. H.H.G. Savenije 81433Water Resources Prof. N.C. van de Giesen 87180Geohydrology Prof. Th. N. Olsthoorn 87346 Water Resources Management and Earth Observations Prof. Bastiaanssen 87346


Transport Planning Prof. P.H.L. Bovy 84611Traffic and Transport Management Prof. H.J. van Zuylen 82761Traffic and Transport Facilities Prof. I.A. Hansen 85279Infrastructure Planning Prof. F.M. Sanders 81780Traffic Flow Theory and Simulation Prof. S.P. Hoogendoorn 85475


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Collection of Master’s theses

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collection of master’s theses...• the offshore engineering master’s programme • the...

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