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Fotorapportage van de aanleg stuw- en sluizencomplex te Lith. Laatste fase van de bouw van het betonwerk, bodembescherming en de bewegingswerken: De stuw is aangelegd in de periode 1932-1936 Gedeeltelijk als werkverschaffingsproject. 3. Noordelijk landhoofd 4. Aansluiting van zinkstuk aan stortebed 5. Ontgraving bouwput 8-10-‘32 6. Ontgraving bouwput 7. Ontgraving bouwput 4-10-‘32 8. Stortebed 9. Détail aansuiting sponningstuwvloer 10. Vischtrap 11. Drempel 12. Doorgraving nieuwe rivier 13. Overzicht stuwcomplex juni 1937 14. Stuw in bedrijf 15. Stuw in bedrijf 16. Bekistingwerken pijlers 17. Taludbekleding Noordelijk landhoofd 18. Storten van betontalud 19. Uitmonding vishctrap – betontalud - gedeelte stortebed 20. Doorgraving nieuwe rivier 21. Pijler 22. Afwerken pijlers en landhoofden 23. Het stellen van de gelijdingrails 24. Uitmonding vischtrap Zuidelijk landhoofd 25. Ontvangbed 26. Bewegingswerkstuk 27. Inhangen van de stuw 28. Inhangen van de stuw 29. Inhangen van de stuw 30. Inhangen van de stuw 31. Stuw op de werf 32. katrol van de bok

Foto's van de fabricage van de stuwschuiven van de stuw bij Lith in 1935

Foto's van caissons voor het dichten van dijken in Zeeland in 1953. Geleverd werden 493 caissons en 203 manchetten door een combinatie van: • N.V. Amsterdamsche Ballast maatschappij, Amsterdam • Christiani en Nielsen N.V., ’s Gravenhage • N.V. van Hattum en Blankevoort, Beverwijk • Hollandsche Beton Maatschappij, ’s Gravenhage • N.V. Internationale Gewapend Beton Bouw, Breda • N.V. Nederlandsche Aanneming Maatschappij, ’s Gravenhage • N.V. Nederlandsche Beton Maatschappij Bato, ’s Gravenhage 4. Bouwplaats Merwehaven Rotterdam, Noordelijk gedeelte, met traversen Foto Tom Kroeze 5. Bouwplaats Merwehaven Rotterdam, Zuidelijk gedeelte, met torenkraan Foto Tom Kroeze 6. Bouwplaats Merwehaven Rotterdam, stellen van wabpeningsstaal Foto Tom Kroeze 7. Bouwplaats Merwehaven Rotterdam, stellen van bekisting Foto Tom Kroeze 8. Bouwplaats Merwehaven Rotterdam, betonstorten Foto Tom Kroeze 9. Bouwplaats Merwehaven Rotterdam, stellen van bekisting Foto Tom Kroeze 10. Bouwplaats Waalhaven Rotterdam met portaalkraan, torenkraan en Befaro-auto Foto Klaver 11. Bouwplaats Keizersveer, manchetten in aanbouw Foto van Gils 12. Bouwplaats Keizersveer, betonstorten Foto van Gils 13. Bouwplaats Keizersveer, vervoer van een manchet Foto van Gils 14. Bouwplaats Coenhaven Amsterdam, overzicht Foto ir. A.V. Klein 15. Bouwplaats Coenhaven Amsterdam, overzicht Foto ir. A.V. Klein 16. Bouwplaats Coenhaven Amsterdam, tewaterlating en vervoer Foto ir. A.V. Klein 17. Bouwplaats Coenhaven Amsterdam, tewaterlating en vervoer Foto ir. A.V. Klein 18. Bouwplaats Coenhaven Amsterdam, tewaterlating en vervoer Foto ir. A.V. Klein 19. Een der opslagplaatsen Waalhaven Rotterdam Foto Ton Kroeze 20. Assemblage van een sluitgatcaisson, Merwehaven Rotterdam Foto Ton Kroeze 21. Assemblage van een sluitgatcaisson, Merwehaven Rotterdam Foto Ton Kroeze 22. Assemblage van een sluitgatcaisson, Merwehaven Rotterdam Foto Ton Kroeze 23. Een sluitgatcaisson vaart naar Zeeland Foto Ton Kroeze 24. Assemblage. Op de wal een na beschadiging gerepareerde caisson, Waalhaven Rotterdam Foto Klaver 25. Sluiting bij Zierikzee 4-6-1953 Foto KLM 26. Sluiting bij Kruiningen 4-6-1953 Foto KLM 27. Sluiting bij Kruiningen 4-6-1953 Foto KLM 28. Landhoofden bij Kruiningen Foto Stuvel 29. Sluiting bij Stevenssluis. Overzicht 28-7-1953 Foto KLM 30. Sluiting bij Stevenssluis. De deur is nog open Foto Stuvel 31. Sluiting bij Stevenssluis. De caisson is geplaatst en wordt volgespoten Foto Stuvel 32. Sluiting bij Ouwerkerk, Westelijk gat Foto A.N.P. 33. Een stevige betonconstructie is bestand tegen een willekeurige manier van neerleggen Foto Stuvel 34. Overzicht Schelphoek 26-8-1953 Foto KLM 35. Sluiting Gemene Geul Schelphoek 20-8-1953 Foto KLM 36. Maaiveldsluiting Schelphoek 26-8-1953 Foto KLM 37. Maaiveldsluiting Schelphoek met dorp Serooskerke Foto A.N.P. 38. Overzicht sluiting Ouwerkerk 7-11-1953 Foto KLM 39. Ouwerkerk gesloten. De dijken zijn dicht 7-11-1953 Foto KLM

Serie foto’s van de KLM tijdens de aanleg van het sluis- en stuwcomplex en de bijbehorende bochtafsnijdingen in de Maas. Detailopnamen van de de stuw. De stuw is aangelegd in de periode 1932-1936.

Foto’s van het sluiscomplex tijdens het inhangen van de stuwen, een foto van de motor voor het heffen van de stuw en een gezelschap in de omgeving van de sluis.

A new construction method of Polyurethane (PUR)-bonded revetments (Elastocoast) has been tested successfully on various locations in Germany, in the Netherlands, in France, and in the UK. See also the presentation of Bijlsma on this conference. This year a series of large scale test in the GWK-facility in Hannover have been executed. This presentation will focus on the preliminary results, including a large failure due to liquefaction.

In the ROCK MANUAL (2007) some guidance is given for the design of toes for breakwaters. However, for very shallow toes, as well as for very wide toes (or berms) this guidance is only marginally. Recently a number of shallow berms and toes have been constructed, partly with the intention to lower the height of the breakwater. These works showed the need for further research on this topic

On request of MarCom a questionnaire has been prepared to investigate the opinion of PIANC members and others about the quality and the usefulness of the MarCom working group reports. The results of this questionnaire were presented and discussed at the Sydney Conference (September 2002).

In history PIANC has paid quite some attentions to breakwaters, in ancient years results of practical experience have been published in the country presentations at the Conferences, but later some of these papers started to have a more scientific basis. One of the first papers giving a good background on the processes of stability of breakwaters was published on the conference in Rome by IRIBARREN CAVANILLES AND NOGALES [1953]. As usual in those days, the paper does not have a title, but in fact it deals with the stability calculation of armour units. Later more detailed work was published in separate reports, like the "Final report of the International Commission on the study of Waves" in 1976.

Because of problems with the design guidelines produced by PIANC for armoured slopes under attack by bowthrusters, additional work has been done in the Netherlands. On the basis of this work computational rules have been developed. However, because of the increase of bowthruster power, more detailed knowledge is needed on the effect of a bowthruster on the stability of a riprap revetment. Especially large, fast vessels will cause problems to shore protection. Recently P&O put into operation the “Pride of Rotterdam”, a luxury ferry with two bowthrusters with a capacity of 2000 kW each. When the captain uses both thrusters simultaneously, there is a considerable risk of damaging the rock of the underwater slope protection. But also with relatively small vessels for inland navigation problems arise when skippers use their bowthrusters. For the calculation of the effect of a bowthruster at this moment the common methodology is to use the hydraulics of a plain jet. This is not correct because the propeller in the tube causes quite some extra turbulence. This extra turbulence will cause extra damage to the shoreline protection. So in a good design formula for the determination of stability in a bowthrusterflow, he effect of additional turbulence of the propeller has to be included.

One of the major problems in the design of coastal structures is that the design has to be based on very uncertain input data. This implies that the degree of uncertainty is an important value for the designer. In traditional design the uncertainty is not really quantified, but an overall “safety factor” is included. The problem of this approach is that the value of the safety margin is not known at all. Therefore an approach in which the uncertainties are quantified has the advantage that one is able to determine how much money is used for being at the safe side, to determine the level of safety, but also it becomes clear what are the most uncertain elements in the design. A probabilistic design method allows quantifying these values

For the determination of the stability of coastlines, coastal erosion and the design of erosion protection studies, the “local” wave climate is the most important input parameter. For morphology, “local” means just outside the breaker line. On relatively calm days the local wave climate is strongly influenced by the effect of sea breeze. On the basis of the sea breeze model of HAURWITZ [1947] and HSU [1988] an operational method has been developed for the determination of sea breeze and the effect on coastal morphology. Examples are presented the Bulgarian Black Sea coastline.

Some twenty years ago WIS-dredging has been developed in the Netherlands. By injecting water into the mud layer, the water content of the mud becomes higher, it becomes fluid mud and will start to flow. The advantages of this system are that there is no need of transporting the mud in a hopper, and no need for a pipeline. Also from an energetic point of view the solution is attractive. The system requires however a different way of payment. Most efficient is a maintenance contract with a dredging company in such a way that the company guarantees a given nautical depth for a fixed sum per year. For the port authority it makes budgeting much easier, because the maintenance dredging will become a fixed amount per year. The limitations are that WIS-dredging is only possible in case the material consists mainly of mud, the mud has to be quite clean, and the disposal should not be too far away from the dredging site.

In a classical design approach to breakwaters a design wave height is determined, and filled in into a design formula. Some undefined safety is added. In the method using partial safety coefficients (as developed by PIANC [1992] and recently also adopted by the Coastal Engineering Manual of the US Army Corps of Engineers [CEM [2003]) the degree of safety is formalised, and safety factors are given. However, because this method is still rather complicated, a Monte Carlo probabilistic approach allows the designer more flexibility and is also able to use predefined safety values.

This paper gives an overview of some recent developments in structures for coastal protection. Single layer units like Accropode and Xbloc are rather popular at this moment; research indicates that also cubes can be placed in single layers. Also the use of heavy aggregates in concrete can be beneficial for the stability and economics. Structures incorporating geotextiles are also becoming more popular, like geotcontainers, big bags and geotubes

In 1991 CUR in the Netherlands and CIRIA in the UK have published the "manual on the use of rock in coastal engineering", usually referred to as the "Rock Manual". This book of 600 pages gave an overview of the state of the art regarding the design of rock structures along coasts. In 1995 CUR published a adapted version of this book, also containing information on closure works and rock structures along rivers. Although the information in these books is not outdated, there was a general feeling that these reference books were not complete any more given the latest developments in the design of coastal structures. Therefore CUR, CIRIA, and also the French Ministry of Public Works (CetMef) have decided to produce an update of these books. The new Rock Manual will be available in 2006, will contain approx. 1200 pages and will be published in English and in French.

Coastal engineering is a complex art. At this moment a limited number of phenomena can understood with the help of the laws of physics and fluid mechanics. For the remainder, formulas have been developed with limited accuracy. In addition, input data are also limited available, and form another source of uncertainty. Consequently, a sound engineering approach is required, based on practical experience and supported by physical and mathematical models. Standard solutions do not exist in coastal engineering; solutions depend very much on local circumstances as well as the social and political approach towards the coast. Consequently the transfer of coastal engineering knowledge is a complex art as well. Because of the different circumstances, training of engineers from countries in transition therefore has to be different from training of engineers from a country with a strong coastal engineering tradition.

Dike design is a very traditional craft. Since many generations dikes have been constructed in our part of Europe. After each disaster the dike was rebuilt, and improved. The improvement was always based on the experiences of the previous flood. For example, for many years the design height of a dike was determined as the height of the highest observed flood, plus a certain margin (usually a value in the order of 1 m). Of course, experience had shown that we also had to add some extra freeboard to take care of the wave run-up.

Worldwide there is a need for training of engineers to work within the framework of Coastal Zone Management. This has effects on the education of engineers. Moreover, the requirements for an educational program for coastal engineers from developing countries are quite different from the requirements for the training of engineers from the industrialized world. In a university course for engineers from developing countries more attention has to be paid to the development of capabilities to come to practical solutions given the local constraints and to be able to assess the work done by foreign consultants.