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To improve the lightering conditions of bulk carriers in the outer harbor of IJmuiden, the lightering facility will be transfered to a new harbor basin that will be implemented at the location of the dredging depot in the former Averij harbor. The Dutch Directorate-General for Public Works and Water Management (RWS) demands that down time of the lightering operations inside the new basin does not exceed 5% of the operating time of 365 days a year, 24 hours a day. Down time of the lightering operation can be caused by several issues. This thesis investigates the contribution of long waves with wave periods between 10 and 250 seconds to the down time conditions. Theoretically this long wave climate can cause high ship response as incoming wave periods are close to the bulk carrier's natural periods. The long waves can also cause resonance in the new basin or in the outer harbor as a whole. A coupled system of basin resonance and ship response is also investigated as the two separate resonance systems can enforce each other for certain wave periods. Investigating a 200.000 DWT bulk carrier's Response Amplitude Operators for an open water situation concludes that the bulk carrier experiences enforced movement in its horizontal motions for wave periods around 250 seconds and in its vertical motions for wave periods between 15 and 20 seconds. In the real time situation the ship's horizontal motions will be damped by the mooring system and the high resonance periods will not be met. The numerical wave model PHAROS has been used to analyze whether resonance patterns arise in the outer harbor basins for a wave period band between 10 and 250 seconds. It is concluded that the new basin can experience resonance for wave periods between 100 and 250 seconds. The highest wave amplification of 4.5 times the incoming wave height at sea occurs for an incoming wave period of 147 seconds. The amplified wave height inside the new basin will not contribute to down time conditions as the amplified wave height is lower than the critical wave height of 0.80 meter. The implementation of the new basin has a positive ffect on the area of the outer harbor behind the Fort island. Especially in the Hoogoven harbor and at the Noorder ship lock wave agitation decreases. However, standing waves may arise between the new basin and the opposing IJmond harbor if sufficient wave energy is present in the incoming wave climate. The results of the coupled system of basin resonance and bulk carrier vertical response do not result in a contribution to the down time criteria. Although amplified waves can become a factor 4.5 larger than the incoming wave heights, earlier investigation and observations and analyses in this study show that the incoming wave energy for long waves is low and the probability of incoming waves amplifying into waves of critical wave heights that cause down time to the lightering process is very little. The contribution to the down time of the new basin is very small in comparison to the contribution of wind and locally generated wind waves.

Structural design of these marine facilities is not implicitly covered in EN1990 (European Norm), and the types of loads and load combinations that are to be considered are different from those for buildings and bridges, since they concern operational loadings from vessels berthing and mooring, and also loads from vessels moored acting indirectly through mooring lines and fenders. The overall objective is to find and recommend action and combination factors for the safe and cost-effective structural design of marine facilities using the deterministic limit-state design methodology of EN1990.

Siltation of harbour basins and navigation channels is a serious problem in the port of Rotterdam as well in many other harbours all over the world. Due to siltation, basins and channels require frequent maintenance dredging to guarantee safe navigational depths. The costs associated with these dredging activities are quite high. To keep the channels and harbours in Rotterdam navigable, Rijkswaterstaat and the Port of Rotterdam are dredging approximately 15 million m3 of sediment a year. The dredging cost of the Botlek Harbour only is already about 3 million Euros a year. It is a task to keep the costs in the Port of Rotterdam as low as possible to compete with other ports. Reducing maintenance dredging costs is in line with the goal of the Port of Rotterdam to be the most competitive, innovative and sustainable port in the world. Most sedimentation within the maintenance area of the Port of Rotterdam occurs in the Botlek. According data, between 1.5 and 3 million m3/year is dredged in the Botlek Harbour. Although the current dredging philosophy more or less works, the question arises whether there are solutions that are more cost-effective. However, the problem is so complex that it narrowed down for the sake of research quality. The main causes of siltation in general and specifically in the Botlek Area form an important part of the study. Hydrodymical models (SIMONA & Delft3D), were used to gain insight in the sedimentation problem. The focus in this thesis was more on the hydrodynamics. The exchange mechanisms between the river and Botlek Harbour were investigated, which were needed to examine the effectiveness of certain solutions. In practice a lot of solutions are proposed in literature, however in this study only a couple of ‘hard’ measures are investigated. The first possible solution that was examined was the use of a Current Deflecting Wall. It turned out that the hydrodynamics were very sensitive to the configuration of the CDW. While sometimes it would lower the exchange flow, at other cases it would even make the problem worse. The second solution was to make a gap in the Geulhaven dam. However this was not a good solution as high exchange flows occurred. The last proposed solution, the filling of the underwater dam, seemed more feasible as it would decrease the exchange flow according the numerical models. The research has first order results which can be used in further studies. According to this results, certain solutions will decrease the exchange flows. On turn it would very likely result in lower sedimentation rates in the Botlek Area. It is expected that some CDW configurations and the filling of the underwater dam would have a positive effect when it comes to sedimentation. However, this research is the first step of an extensive study that must made to deal with the problem. First of all many things can be done to improve the models, for example by using a higher spatial resolution. Secondly, other sets of conditions must be modelled to see what kind of effect this has on exchange flows. In addition, sediment must be included in the models to have more insight on the sedimentation itself. The next step would be a feasibility study, including a cost benefit analysis. It would be wise to improve the models further and to make a scale model for the most feasible solution. In the ideal case, were all steps are positive and hard conclusion can be made, it would be a good idea for the Port of Rotterdam to start a pilot.

Dordrecht Seaports (DS) is an inland port located next to Rotterdam with a direct connection to the North Sea. Since the first of July 2011 the Port of Rotterdam Authority (PoR) is taking over the management of the port from the municipality of Dordrecht. In the current situation not all companies are port related. The port related companies are active in the storage of liquid bulk and dry bulk with especially ore & scrap. The yearly throughput of the DS is around three millions tons (3,2 million ton in 2010). After an analysis of the productivity (dry and wet), it can be concluded that this port at the moment is not used as a sea port, but as an inland port. With an analysis is shown which segments can optimize the port. This analysis is done from three different analysis pillars, namely: area, stakeholder and vision. In the first pillar (area) is concluded that the DS is surrounded with other business areas in the surroundings. The maritime industry has settled its roots here and is still active in this area. For adding values to the cargo, which has to be exported from or imported by the DS, new business areas can be used which come available around DS. Those areas are Dordtse Killen III and IV, Logistic Park Moerdijk and Nieuw-Reijerwaard. Besides that, the DS can contribute as an added value in the (port) network of Rotterdam. With enlargement of DS in the network of PoR, PoR can also contribute on advantages. The second pillar is the pillar of stakeholders. With the analysis of their interests and issues the importance of the different stakeholder are determined. Next to the PoR, also the municipality of Dordrecht, the companies within the DS and the Drechtsteden are the most important stakeholders. Their main issues are accessibility and the economic progress of the area. The last pillar of analysis is the framework on the vision of PoR on DS. Based on the Business plan and Havenvisie 2030 of PoR, the relevant elements are taken into account for the development of the DS. From the Havenvisie 2030 the growth percentages of each segment are the base for the determination of the growth percentages of the DS. With a band width between the Low Growth (LG) scenario and Global Economy (GE) scenario, a translation of the growth percentages is determined, based on the history trend lines and some special factors. The expected growth of the throughput of the DS in 2022 is between 3,5 and 3,9 million ton per year with a large increase for the segments coals and ore & scrap. The segments other dry bulk and other general cargo decrease within this time horizon. From those three pillars the potential segments are determined to optimize the port. This is done with a multi-criteria analysis per pillar. Maritime industry and other general cargo have a high potential level, which is in contrast with the segments short sea and Ro/Ro. With the fulfillment of the potential segments in the basins an ideal situation is sketched. It is concluded with this segments classification in the basins in combination with extra implementations to optimize the port, a new throughput is expected between 6,5 and 6,9 million ton for 2022. With a case study of damping a basin it is shown that more throughput can be realized. The business case is not profitable in first instance, but this is quite normal for damping business cases. With some minor changes in the variables of the incomes, this will be profitable. This means that PoR has realistic options to optimize DS.

Door verstedelijking staat de infrastructuur in de provincie Zuid-Holland onder druk. Woon-werkverkeer en goederentransport zorgen dagelijks voor congestie op de wegen in de Randstad, versterkt door de groeiende vraag naar verplaatsingsmogelijkheden. Waar het wegen- en spoornetwerk onvoldoende reservecapaciteit heeft, biedt het vaarwegennetwerk in de provincie Zuid-Holland ruimte om transport over water uit te breiden. De provincie Zuid-Holland heeft daarom als doel gesteld om het goederenvervoer over water te stimuleren. Vooralsnog ligt de focus op het technisch opwaarderen van de vaarwegen, echter biedt dat geen garantie voor een toename van goederenvervoer over de provinciale vaarwegen. Overslagfaciliteiten in het vaarwegennetwerk zijn nodig om het overslaan van goederen mogelijk te maken. De nadruk moet voornamelijk liggen op nieuwe overslagfaciliteiten voor containeroverslag. Door de wereldwijde trend in de “containerisatie” van producten en de aanleg van de Tweede Maasvlakte, zal het containervervoer van en naar Rotterdam de komende decennia groeien. Daarnaast zijn er interessante logistieke concepten en een pilot om bijvoorbeeld planten en groenten per binnenvaart te vervoeren over provinciale vaarwegen. Vooralsnog wordt 91 procent van het achterlandtransport van containers tussen Rotterdam en de Randstad vervoerd over de weg. Twintig kansrijke watergebonden bedrijventerreinen zijn getoetst met scorekaart VL op onder andere “potentiële containerstromen over water”, “interesse gemeente”, ”bereikbaarheid over weg” en “bereikbaarheid over water”. De robuustheid van de uitkomst van scorekaart VL is gecontroleerd met een gevoeligheidsanalyse. Zeven gemeentes, van de negen hoogst gewaardeerde watergebonden bedrijventerreinen uit scorekaart VL, zijn geïnterviewd of er op deze locaties daadwerkelijk initiatieven zijn en ruimte beschikbaar is om overslagfaciliteiten te realiseren. Op basis van gemeentelijk beleid en marktinitiatieven, is een momentopname weergegeven met initiatiefarme en –rijke watergebonden bedrijventerreinen. Mogelijkheden zijn er gevonden op watergebonden bedrijventerreinen in Delft, Gouda en Katwijk, waarvan de initiatieven in Gouda op dit moment het meest concreet zijn. Op deze concrete interesse is ingegaan door een inpassingsplan te maken voor een containerterminal in de regio Gouda. Uit gesprekken met diverse bedrijven in de regio Gouda is de potentiële overslag voor een containerterminal in de regio Gouda vastgesteld op 33.000 TEU overslag per jaar, waarvan 4000 TEU concreet. Het terrein van Gouderak BV (bedrijventerrein Middelblok Groot) is voor de realisatie van een containerterminal de meest geschikte locatie, ten opzichte van het terrein van Cyclus op bedrijventerrein Kromme Gouwe. De belangrijkste voorwaarde voor inpassing van een containerterminal op het terrein van Gouderak BV is te voldoen aan de geluidsnormen. Het inpassingsontwerp is gebaseerd op de ontwikkeling van zowel het terrein van Gouderak BV als het naburige terrein van bouwbedrijf Baas. Op het 1,4 hectare grootte terrein kan jaarlijks maximaal 28.000 TEU worden overgeslagen met een mobiele havenkraan en reachstacker. De bodem voor de laad- en loswal van de containerterminal dient beschermd te worden om de vorming van erosiekuilen door binnenvaartschepen tegen te gaan. Door het opstellen van een exploitatieberekening is onderzoek gedaan naar de haalbaarheid van de containerterminal. De nadruk ligt op de afweging of intermodaal vervoer tussen Gouda – Rotterdam kan concurreren met wegvoer tussen Gouda – Waalhaven en/of Gouda – Maasvlakte. Vanaf een jaarlijkse overslag van 20.000 TEU is intermodaal vervoer (binnenvaart met voor-/natransport) een goedkoper alternatief tussen Rotterdam – Maasvlakte. Tussen Rotterdam – Waalhaven is intermodaal vervoer alleen concurrerend bij een overslag vanaf 25.000 TEU met beperkt voor-/natransport.

Traditionally, water based public transport has a large contribution to the accessibility of rural areas in the Netherlands. Initiated by the industrial revolution a major shift from water based to land based public transport occurred. Until recent history water based public transport was considered unfeasible. Nowadays land based transport modes are threatened by their own success. The shortage of land available for land based public transport in rural areas creates congestion on highways and endangers the accessibility of many city centres. City centres which adopted their metropolitan status due to their location near the waterfront. This fact gives rise to investigate the feasibility of water based public transport in existing city centres and areas to be developed. The expansion of Almere, being part of the Amsterdam metropolitan region, outside the existing flood defence system in lake Markermeer is a strong example showing a large potential on accessibility by means of fast ferry navigation. An integral planning of water and land based infrastructure serving commuter related passenger transport, among other success factors, increases the success of tackling bottlenecks in the existing hydraulic infrastructure. For the water based public transport connection between Amsterdam Central Station and Almere the passage of the Schellingwoude lock complex is considered to be the most significant bottleneck causing previous attempts of shipping companies on this route to fail due to a lack of feasibility. Contradictory functional demands present at this lock complex in combination with the large yearly volume of commercial and recreational navigation passing this lock complex during the normative month (August) causes the lock operation process to involve an average passage time of fast ferry navigation outside the target conditions associated with water based public transport. In order to optimize the passage of fast ferry navigation at the Schellingwoude lock complex the feasibility of multiple lock system alternatives is investigated, being: - Alternative 1a – Priority arrangement; - Alternative 1b – Priority arrangement and separate locking method; - Alternative 2a – Reservation of one lock chamber; - Alternative 2b – Reservation of two lock chambers; - Alternative 3 – Priority arrangement and reservation of one lock chamber; - Alternative 4a – Additional minimal lock chamber; - Alternative 4b – Additional CEMT-class Vlb lock chamber; - Alternative 5 – Additional innovative structure. The performance criteria determining the feasibility of the proposed lock system alternatives are based on the target conditions associated with water based public transport derived from a travel time analysis on the preferred route between Amsterdam Central Station and Almere. The actual performance analysis is elaborated using the SIVAK2 simulation model. From the performance analysis it is concluded that reservation of one lock chamber (Alternative 2a) and the construction of an additional lock chamber with minimal dimensions serving fast ferry navigation (Alternative 4a) are the best performing alternatives. Both alternatives lead to an average passage time of fast ferry navigation within the target conditions associated with fast ferry navigation and within the prescribed target conditions applied for commercial and recreational navigation. The best performing alternatives are further investigated using a social cost-benefit analysis. This analysis shows that alternative 4a involves the least costs associated with direct effects compared to alternative 2a during a life span of 100 years. This is mainly due to the effect of large financial consequences of additional waiting time of commercial and recreational navigation passing the Schellingwoude lock complex.

This master thesis focuses on the transportation of coal from two coalmines in South Kalimantan to the Java sea. Coal has to be transported from the coal mine area, situated hundred kilometre land inward, to a location with sufficient water depth, at the mouth of the river Barito. The biggest challenge for the new transport system is to increase the throughput capacity five times in five years. Three different transport modes have been investigated in this thesis. Those are; transport by barges, conveyor belt transport and hydraulic transport. A comprehensive logistics study is performed with the use of a simulation model. The simulation model is written in Matlab and is a so-called event based model. The transport configuration which is lowest in transport costs, is determined with the results from the simulation model. A transport configuration is a combination of the number of barges, number of berths and the loading capacity of the berths. Hydraulic transportation of coal is an unconventional transport mode. Hydraulic transportation of coal is very similar with the transportation of sand in the dredging industry. The coarse coal is first mixed with water and then transported through a pipeline by means of a number of centrifugal pumps in series. The main differences between a coal-water slurry and a sand-water slurry are the density of the particles and the average particle size. The particle size of coal, when it is exported, is much larger than the average particle size of sand. Larger particle sizes will increase the turbulent behaviour of the slurry. Different formulas for a coal-water slurry are analysed. In the analysis is investigated which influence the particle density and particle size have on the friction head in a particular formula.

Bigger ships are replacing the small ships, also at the Amsterdam-Rijnkanaal. A direct consequence is the use of larger main propellers and increased installed engine power in order to realize acceptable ship speeds. To improve the maneuverability, the power of auxiliary bow and stern propulsion systems has increased as well. This results in higher flow velocities and thus more damage to bed protections at berthing places. Especially pump jet thrusters as a bow propulsion system may attack the bed protections more severely due to a vertical component of the flow field induced by the pump jet which is directed towards the bed. The aim of this research is, in cooperation with Rijkswaterstaat, to develop an analytical model for the flow field induced by the pump jet thruster. Subsequently, the required dimensions of a bed protection has been determined as well as an investigation on the possible scour effects in case of an unprotected bed of the Amsterdam-Rijnkanaal. In order to meet this goal, an inventory of the bow propulsion systems in inland vessels has been made by conducting an inquiry. Subsequently, the different propulsion systems have been compared qualitatively. Since existing formulas are based on the circular free jet, this system is also treated in the comparison. In addition, a water jet (hydro jets can be distinguished in low-powered and high-powered jets), often used as propulsion system by ferries, has been taken into account due to the strong analogy with the circular free jet. As a result, both the ratio of decrease of axial velocities and diffusion of the jets in radial direction of a circular free jet strongly correspond to a high-powered water jet. However, the free propeller and transverse tunnel thrusters are considered to have a faster decrease of axial velocities and a faster diffusion of the flow field. The applied power and the induced turbulence seem to be the main reasons for the flow field characteristics. An essential part of this research is the derivation of an analytical model for the pump jet thruster induced flow field. The principle is based on the free propeller theory. In the case of a pump jet, part of the contraction takes place inside the unit. Furthermore, the flow field has been subdivided in three parts: initial outflow velocity, axial flow velocity and the flow velocity distribution in the region of the established flow. The coefficients in the model have been empirically determined using a simulation with a CFD model. This model has been compared to flow fields induced by different other propulsion systems. It results in a similar axial flow velocity decrease as a low-powered water jet. However, the pump jet diverges faster and with a greater angle than any other jet. The derived model has been used to investigate the stone stability at the toe of a sheet pile wall. Firstly, the flow velocities at the bed have been evaluated by looking at berthed ships in different conditions (fully loaded, partly loaded and unloaded). Secondly, a stability analysis of the bed material has been executed by using a method presented by Deltares. However, in order to protect the bed against the high flow velocities, large stone diameters are required. An alternative is allowing scour holes to occur, but the length of the sheet piling should be extended in order to maintain stability of the entire quay wall. The predicted maximum scour depths caused by a pump jet are in the same range of measured scour depths at the Amsterdam-Rijnkanaal. This means that scour holes may cause instability problems of the existing sheet pile walls.

In this thesis the current anchoring situation, especially in terms of occupancy and space use within anchorages, in the anchorages in the offshore approach of the port of Rotterdam in assessed by means of data analysis of historical data. Using this data analysis as input a stochastic simulation model is constructed in MATLAB to assess occupancy and evaluate capacity in these anchorages. With the contructed simulation model the current anchoring situation in the anchorages in the offshore approach of the port of Rotterdam is modelled correctly and accurately, and furthermore the model is generic and hence can be used by many other ports as well.

Maasvlakte 2 is het project waarmee de haven van Rotterdam wordt uitgebreid. Het sluit direct aan op de huidige Maasvlakte. De havenbekkens van beide Maasvlaktes worden verbonden door de Yangtzehaven in westelijke richting door te steken naar Maasvlakte 2. De doorsteek bestaat uit een voorfase waarin een kanaal wordt gegraven ten behoeve van de lozing van koelwater van de E-on centrale, de zogenaamde tijdelijke doorsteek. Na de voorfase zal de volledige doorsteek worden gerealiseerd en is Maasvlakte 2 nautisch bereikbaar. Door de verbinding van de havenbekkens zal het getijvolume naar de Maasvlaktes toenemen waardoor de stromingssituatie in de vaarwegen naar Maasvlakte 2, de Yangtzehaven en rond de Papegaaiebek, abrupt verandert. Loodsen en schippers zullen zich moeten kunnen aanpassen aan deze nieuwe situatie. De hoofddoelstelling van deze studie is om te bepalen wat er verandert aan de stromingssituatie in de vaarroute naar Maasvlakte 2 door het verbinden van de havenbekkens, of er nadelige effecten ontstaan voor de scheepvaart en hoe hier met eventuele aanvullende maatregelen op kan worden geanticipeerd. De gedefinieerde subdoelen moeten antwoord geven op de vragen of de oplossing voor de tijdelijke doorsteek goedkoper kan worden uitgevoerd, of met een alternatief ontwerp een gunstiger stroombeeld voor de scheepvaart gecreëerd kan worden en wat de meest gunstige omstandigheden zijn om de doorsteek te realiseren. Om bovengenoemde redenen zijn voor deze studie beide fases van de doorsteek onderzocht en vergeleken met de situatie voor de doorsteek. De stroming voor deze drie situaties is gemodelleerd met het driedimensionale numerieke model Delft3D-FLOW. De getijbeweging door de tijdelijke doorsteek veroorzaakt gedurende eb en aansluitende agger periode een zone van verhoogde stroomsnelheden in de Yangtzehaven. Door het vertragen van de stroming wordt deze instabiel en ontstaat neervorming in de Yangtzehaven. De afmeermanoeuvre die schepen hier moeten maken wordt hierdoor waarschijnlijk nadelig beïnvloed. Door verdere toename van het getij volume ten gevolge van het volledig doorgesteken van de Yangtzehaven zijn de stroomsnelheden maatgevend vanaf het begin van de Yangtzehaven en rond de Papegaaiebek. Schepen moeten hier een bocht van 180° maken om Maasvlakte 2 te bereiken en door de complexe stromingssituatie kan het zijn dat de maatgevende krachten op het schip voor verschillende diepgangen van schepen anders is georiënteerd. Onder normale omstandigheden wordt hier geen hinder verwacht voor de scheepvaart. Op basis van het ontwikkelen en vergelijken van een aantal alternatieven voor de tijdelijke doorsteek is geconcludeerd dat de tijdelijke doorsteek waarschijnlijk niet goedkoper kan worden uitgevoerd maar dat met redelijk beperkte aanpassingen wel gunstigere afmeeromstandigheden gecreëerd kunnen worden. Door een afgemeerd schip aan de Euromaxkade op te nemen in het stromingsmodel is bepaald dat de aanwezigheid van het schip een aanzienlijke invloed heeft op het stromingspatroon in de Yangtzehaven. De maximale stroomsnelheid neemt niet toe, er worden wel meer neren gevormd maar de maximale dwarsstroomsnelheden nemen af. De krachten op het schip blijven binnen de gestelde toleranties van de afmeerconstructie maar variaties in de krachten en het moment op het afgemeerde schip ten gevolge van de zone met verhoogde stroomsnelheden zijn een indicatie dat de efficiëntie gedurende het laden en lossen mogelijk achteruit gaat. De doorsteek procedure vergt een goede voorbereiding en afstemming van zowel de werkzaamheden rond het sluitgat als de realisatie van het koelwater kanaal. Zodoende kan worden voorkomen dat het waterpeil in de havenbekkens van Maasvlakte 2 te hoog stijgt waardoor de afvoer van het koelwater wordt belemmerd. Om te voorkomen dat de stroomsnelheden in de Yangtzehaven erg hoog worden en dat er veel zand mee stroomt, zal de tijdelijke doorsteek gerealiseerd moeten worden als het waterpeil in de Yangtzehaven hoger is dan in de Maasvlakte 2 bekkens. Vanuit het oogpunt van de koelwater criteria is het raadzaam om de tijdelijke doorsteek in de winter te realiseren, als het water in de havens verder is afgekoeld en bij doodtij als de stroomsnelheden lager zijn.

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 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. 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. 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.

Due to the planned construction of Maasvlakte 2 the E.ON power plant on the Maasvlakte will not discharge its heated water into the North Sea anymore, but in the harbour basins itself. This together with a planned increase of the total amount of thermal discharges in the Maasvlakte area (power plants of EnecoGen and Electrabel, chemical industry etc.) will most probably lead to an increase of the water temperature within the harbour basins, which can lead to economical, legal and ecological consequences. In cooperation with the Port of Rotterdam and Deltares, this master thesis aimed to give an answer to the amount of increase of water temperature due to the planned thermal discharges, its consequences and measures to reduce this increase of temperature. With the use of some first estimates and a heat-balance there could be concluded that the increase of temperature is significant and that the movement of the tide together with the freshwater flux is the main mechanism for the netto heat flux out of the Maasvlakte area. Stratification has an important influence on the spreading of the heat plumes in the harbours. To give a more accurate prediction of the increase of water temperature at the mixing zone borders and at the intake locations (recirculation), the numerical hydrostatic model Delft3D-FLOW and the near-field model CORMIX are used. It is shown that the regulations will not be exceeded if the borders of the mixing zones are chosen close to the Beerkanaal. The predicted increase of temperature at the E.ON-intake will cause some economical losses. Replacing the intake at a greater depth or (even better) a variable intake near the water surface and bottom could be effective measures to reduce these losses. For a more drastic reduction of the increase of temperature in the harbour basins, relative expensive measures are needed. It is recommended to the Port of Rotterdam to place future thermal discharges as close as possible near the Beerkanaal or North Sea, and to study the ecological effects of the temperature rise in the Eastern Yangtzehaven.

The Slufter is a large scale disposal facility for contaminated dredged material from the Dutch rivers, channels and harbour basins. It is located in the Rotterdam harbour, on the south-western tip of the Maasvlakte. Since the Slufter was built in 1987, the supply of contaminated dredged material has decreased significantly. As a result, it will take a long time before its full capacity of 150 million cubic meters is utilized. At the moment, approximately 50% of the basin has been filled. The overcapacity and surplus of space raises questions on the applicability of this area for purposes other than storage of dredged material. In this research, preparations are made for the establishment of a long term management plan by analyzing the functional, spatial and geotechnical possibilities of the Slufter. The aim has been to find potential future functions and ways to create land in the Slufter. For the short term the best opportunities for future functions can be seen for renewable energy projects and/or nature. For the long term, harbour related functions or industry provide the best options. Two alternatives for creating land have been considered; the first alternative comprises the separation of a part of the basin by means of a retaining structure. The second alternative focuses on the natural process of ripening clay. The geotechnical feasibility of a retaining structure in the shape of an embankment has been proven, but the investment costs are high. In the clay ripening alternative the incoming supply of contaminated dredged material is used as the elevation material. Once a layer of ripened dredged material with sufficient thickness has formed, enough bearing capacity can be guaranteed for further development. This approach is more cost effective, and combines short term opportunities for the application of small scale functions with a long term, sustainable solution towards an early dismantlement of the Slufter.

Port of Rotterdam Authority decided to construct Maasvlakte 2 to cope with demand for port areas. Maasvlakte 2 is a business case driven project. The outcome of the business case has led to the construction of an entire sea defense and the realization of port areas in phases, in response to client demand. The phased development results in the creation of a temporary inner lake. The temporary use of this inner lake by port activities is hampered by the large investments generally required for port infrastructure. This research examines the possibility of allocating temporary activities to the temporary inner lake of Maasvlakte 2, using flexible port infrastructures. Potential activities are inventoried and ranked in a brainstorming session. Potential structures are investigated through a literature study. Activities are coupled with structures to create alternatives. These are allocated on the inner lake, depending on their functional requirements. The common barge terminal is the only activity that requires a quay type structure. The objective of this research is to examine the financial viability of an activity using a flexible structure. The common barge terminal concept is examined in detail. A common barge terminal is a neutral transshipment point that enables inland vessels to transship their containers at one inland quay instead of at several deep sea quays. Its results in a win, win, win situation: Inland vessels operators do not have to hop from one terminal to the next. They sail shorter distances and can reduce their turnaround time in the Port of Rotterdam. Container terminal operators have more time and space to handle sea going vessels. Sea going vessels are served by more cranes and can transship more containers per time per quay length. The additional quay capacity enables to postpone expansions. Port of Rotterdam Authority can postpone deep sea quay expansions. The latter is examined in detail. Port of Rotterdam Authority can postpone several deep sea quay expansions. There are three container terminal operators on Maasvlakte 2 that want to expand in several phases. Postponing deep sea quay expansions saves investment costs and leads to a loss in rent. The future value of costs and revenues are lower than the present value. A discount factor reduces future to present values. The net present cost savings cumulates the discounted cost savings and losses in rent of all postponed expansions. The net present cost savings for Port of Rotterdam Authority are larger than 15 M€, if the: inland vessels that call with 50 TEU or less are handled at the common barge terminal, discount rate is at least 8.5%, percentage transshipped in call sizes <50 TEU is at least 4.2% of the total throughput and the increase in container throughput is at most 6%. Port of Rotterdam Authority not only saves cost with a common barge terminal, but also has to invest in a quay and receives rent from the common barge terminal operator. Several structures are compared by their whole lifecycle costs. Containerland consists of several containers sandwiched between two concrete slabs and has the lowest whole lifecycle costs. The service life of the inner lake is considerably shorter than the technical lifetime of the structures. Structures can be reused, sold or demolished. Reuse-possibilities have to be considered in case the discount rate is low (4.5 instead of 8.5%) or the service life is small (5 instead of 10 years).

Many industries are already aware of the fact that they can gain higher profits by integrating sustainability within their management process. The construction industry seems to be a late developer. Lately, port authorities have started many initiatives for a more sustainable port. To make ports more sustainable it is worthwhile to improve the construction of infrastructure and building projects: the construction industry is still one of the most polluting industries. Hence, in this thesis the answer is given to the question of how to integrate sustainability as a procurement criterion for infrastructure projects in ports. This is done by developing a procurement model which is aimed at sustainable procurement. Sustainability is important for a port: the amount of total environmental space is decreasing due to stricter policies. To enable further growth of port activities, sustainable management is inevitable. A more sustainable port results in a larger public support for port activities. Furthermore, sustainable management can result in lower costs due to a higher efficiency in the business activities. It is important that the port authority chooses for a contracting form that allows enough space for the contractor to deliver a sustainable construction. This is possible with innovative contracting forms such as D&B contracts in contrast to traditional contracting forms. The right procurement procedure is important too. The model includes criteria and an evaluation method. These criteria are set based on interviews with stakeholders and literature search. These criteria can be categorized in the fields People, Planet and Profit. It is essential to apply Life Cycle Analyses with a preference for quantification of criteria e.g. emission footprints. In practice this is almost impossible due to the complex computations which contractors have to do. That is why the applied model is different from the ideal model, because there is chosen to assess the different measures in a qualitative way on 1) how specific, measurable, acceptable, realistic and time bounded the measures are and on 2) the impact during the whole Life Cycle of the construction. It is important that it is clear for the contractor which criteria are used and what is demanded by the assessment of the measures on sustainability. The alternatives are evaluated with the concordance method. This method is emerged as the most suitable based on applicability, transparency, flexibility, stability, effectiveness and user-friendliness. Beside it evaluates the scoring on weighted criteria (concordance), the concordance method evaluates how low the alternative scores for a good balance between the criteria. This is how this method distinguishes itself in a positive way. The criteria with the evaluation method form the model and it is applied on three different projects for the construction of quay walls in the port of Rotterdam. There was a clear differentiation between the alternatives in the outcomes, in an appraisal was made between sustainable criteria and investment costs. The model is applicable in different phases in the tender process. The scores on concordance and discordance give extra information about the foundations of the outcomes of the tender, which is an advantage of the method.

Research into hydraulic loads by a bow thruster. The hydraulic loads on the slope at an open quay construction on piles is investigated. The propeller (bow thruster) jet induces hydraulic loads on the bed, which could result in scour holes and damage to the quay construction. Performed scale model tests provide details about the hydraulic loads in this specific situation with an inclining slope and piles. Measurements are compared to the current engineering guidelines, to include in the design of open quay constructions on piles.

Container traffic has grown exponentially since 1980 and has become a reliable and efficient means of transportation of goods. In addition, world wide containerization and the availability of cheap and frequent container transport to all corners of the world have had a profound influence on industrial production, transport and the environment. All these aspects result in increasing the pressure on container terminals to provide good service to shipping companies. The Royal Haskoning Maritime Division (hereafter, RHMD) deals internationally with development of different types of terminals such as container, liquid and dry bulk. Due to involvement of numerous stockholders in a port planning project, different design concepts may be considered to satisfy interests of different stockholder; therefore, various scenarios should be studied quantitatively. As an international maritime consultant, it is of crucial importance to own a simple and cheap tool to estimate the dimension of a container terminal. The goal of this study is to develop a tool for engineers to prepare concepts of terminal layout, and estimate the required areas of those concepts, for sake of comparison, for design of a new container terminal. Container terminal design is divided into “waterside” and “landside” areas. Waterside consists of a quay for serving vessels. Landside consists of a storage yard for stacking containers and a hinterland area for serving truck and trains. The developed package, in two consecutive steps, first, accepts the waterside, landside and cost estimation information, such as terminal throughput, downtime, stack occupancy, and second, requires the possible equipment concepts, such as ship to shore cranes and reach stackers etc. Based on the above input data, the performance of the terminal concepts is quantitatively evaluated. Eventually, the dimensions of the container terminal yard are presented. The container terminal design tool is verified against two formerly performed projects (in India and Guatemala) that have been successfully designed at RHMD. The validation showed good performance of the tool, with justified differences compared to actual designed values. As a case study, the package is also applied on design of a container terminal for a port in Angola. In this case study, four different scenarios and their impacts on layout dimensions are considered and analyzed.

Volgens de Waterwet dienen elke zes jaar de Hydraulische Randvoorwaarden (HR) te worden vastgesteld. De HR bestaan uit hoogwaterstanden en golfrandvoorwaarden voor de toetsing van waterkeringen gegeven overschrijdingskansen welke in de wet zijn vastgesteld. Ook voor waterkeringen in havens en afgeschermde gebieden dienen de HR vastgesteld te worden, maar mag er rekening worden gehouden met een reducerende invloed als gevolg van de geometrie en de bathymetrie op de belasting door golfrandvoorwaarden. Voor het bepalen van de reductie van de golfrandvoorwaarden schrijven het Voorschrift Toetsen op Veiligheid (VTV, onderdeel van het wettelijk toetsinstrumentarium) en RIKZ (2004) een driestappenschema voor waarbij van grof naar fijn wordt gewerkt. In het schema moet worden overgegaan op een volgende stap als blijkt dat de te toetsen kering niet voldoet aan de gestelde veiligheidseisen bij de belasting uit de betreffende stap. Elke volgende stap levert een nauwkeuriger, betrouwbaarder en scherpere golfrandvoorwaarde op ten opzichte van de vorige stap. De eerste stap voor havens en afgeschermde gebieden wordt gevormd door het toepassen van ongereduceerde golfcondities en is het meest conservatief. De tweede stap bestaat uit het toepassen van het eenvoudige spreadsheetmodel ‘Golfbelasting in havens en afgeschermde gebieden’. De laatste stap in het bovengenoemde schema is de toepassing van numerieke modellen. Het spreadsheetmodel uit de tweede stap is vooral ontwikkeld voor simpele havengeometrieën en het gebruik is alleen toegestaan wanneer aan een aantal voorwaarden wordt voldaan. Een probleem is dat deze voorwaarden tot nu toe zijn gebaseerd op theorie en nog niet zijn geverifieerd aan de hand van metingen. Hierdoor is het niet duidelijk waar de werkelijke bruikbaarheidsgrenzen liggen van dit model en wanneer moet over worden gegaan op de derde meest gedetailleerde stap. De keuze welk numeriek model moet worden toegepast in de derde stap wordt overgelaten aan de gebruiker. Maar doordat modellen verschillende eigenschappen hebben, is een model niet altijd voor alle situaties geschikt voor het correct bepalen van de gereduceerde golfrandvoorwaarden. Door bruikbaarheidsgrenzen te formuleren voor numerieke modellen welke aangeven in welke situatie de modellen correcte antwoorden geven, zou deze keuze veilig en gefundeerd gemaakt kunnen worden. Onderliggend onderzoek is uitgevoerd om te bepalen binnen welke grenzen het spreadsheetmodel, SWAN (spectraal energiemodel) en Pharos (mild-slope model) geschikt zijn voor het modelleren van de indringing van golven in havens en afgeschermde gebieden en leiden tot conservatieve antwoorden. Hierbij is gefocust op havens waarvan de geometrie op het grensvlak van complex dan wel niet-complex ligt. Het effect van wind op golven niet beschouwd voor een zuivere vergelijking van de modellen. De modellen zijn toegepast op diverse cases en de resultaten zijn vergeleken met schaalmodelmetingen en resultaten van een meer gedetailleerd numeriek model. Ook zijn tests uitgevoerd waarmee de gevoeligheid van de modellen voor enkele hydraulische en numerieke aspecten is onderzocht. Op basis van de cases en de gevoeligheidstests is een oordeel gegeven over de prestaties van de modellen en zijn bruikbaarheids-grenzen opgesteld. Met het onderzoek is aangetoond dat het spreadsheetmodel waarschijnlijk breder ingezet kan worden dan de huidige richtlijnen doen voorkomen. De resultaten van het model blijken conservatief ten opzichte van gemeten waardes of numerieke modellen in situaties waarvoor het spreadsheetmodel is ontwikkeld. Echter ook in situaties waar het model oorspronkelijk niet voor ontwikkeld is, zoals havens met sterk reflecterende randen en/of veel afgeschermde gebieden, blijkt het spreadsheetmodel conservatief. Door het breder in kunnen zetten van het spreadsheetmodel kan tijd en geld bespaard worden op het gebruik van rekentechnisch duurdere en arbeidsintensievere numerieke modellen. Voor SWAN en Pharos is vanuit de opgestelde bruikbaarheidsgrenzen een schema afgeleid waarmee een onderbouwde keuze kan worden gemaakt uit de twee modellen. Pharos blijkt hierbij het breedst inzetbaar en SWAN vooral in een haven met een open geometrie welke belast wordt met een kortkammig golfspectrum. In dit laatste geval is het in SWAN missende golfproces diffractie van minder belang en komen de berekende golfpatronen van SWAN en Pharos sterk met elkaar overeen. SWAN geeft in dit geval over het algemeen wel conservatievere antwoorden. In alle andere gevallen zijn de prestaties van SWAN matig tot slecht door de afwezigheid van diffractie. Zo zijn de prestaties van SWAN matig in havens met veel afgeschermde gebieden welke belast worden met een kortkammig spectrum. Voor dit type haven wordt het aangeraden SWAN alleen te gebruiken om een eerste impressie te krijgen van het lokale golfpatroon. In havens welke belast worden met een langkammig spectrum levert SWAN slecht en wordt de toepassing van het model afgeraden. Bovenstaande conclusies zijn gebaseerd op een beperkt aantal cases. Aanbevolen wordt in een vervolgstudie de huidige dataset uit te breiden om de opgestelde bruikbaarheidsgrenzen nader te onderbouwen.

Traditional quay wall structures are not very flexible, because they are often hard to adapt and to reuse. However, changes in the container shipping market, international conflicts and new generations of vessels are some examples that could drive the desire the relocate or adapt quay wall structures. The objective of this thesis is to design a flexible quay wall structure for panamax container vessels that can be reused and can be reconstructed within a relatively short reconstruction period. Several quay wall structures have been designed and assessed, finally resulting in a quay wall, which consists of concrete caissons of 100m long, 33m wide and 11m high. The application of floating structures was considered too, but the required stability could not be guaranteed and motions are likely to exceed the tolerances for container lifting operations. Two caissons are placed on top of each other, resulting in a retaining height of 22m. The lower caissons are filled with water, to make de-ballasting relatively easy. The upper ones are filled with sand to create sufficient weight to satisfy stability against sliding and overturning. The structural strength has been calculated, resulting in an optimum wall thickness and applied amount of reinforcement steel. Determination of floating stability, resistance against earthquakes and slide planes in the subsoil has proven that the structure is a technically feasible alternative. To determine the financial feasibility, the flexible quay wall is compared to a traditional quay wall, for various scenarios. The initial construction costs are about 64% higher than the average constructions costs of traditional structures, but the reconstruction costs are about 28% lower. In combination with a faster reconstruction period and a higher residual value, it turned out that the flexible quay wall structure could be a financially feasible alternative to traditional quay wall structures too.

The port of Beira is an essential driver for economic growth in Mozambique. Its location, with strong connections to the hinterland, creates a promising future for the further development of the port. The port authority requires a new port master plan in order to optimise throughput over available ground and (wet) infrastructure, and to extend its capacity in the coming decades. This report presents in structured way the development of a new port master plan for the Port of Beira. In Beira, waiting times are known to be very long and the port authorities have the desire to improve the port performance on this matter. Therefore a Harboursim model of the present situation of the Port of Beira is built, which is used to simulate the maritime traffic. For Beira Port, processes are added to the Harboursim model code to make a good representation of the reality. Furthermore, the Harboursim model is improved, by fixing errors in the model code. The adaptions made in the code are generally applicable for all future Harboursim models. This study is a case study for the ‘Adaptive Port Planning’ (APP) framework, which is an addition to the master plan development. Using the framework, differences in the robustness of the master plan alternatives are determined. Furthermore, the robustness of the chosen alternative is increased, because actions for dealing with the vulnerabilities and opportunities associated with each alternative are determined.