In Sri Lanka, the government and the Liberation Tigers of Tamil Eelam waged a civil war between 1983 and 2009. During this period the social and economic development in the north and east of the country was disrupted. Due to this disruption a development opportunity for this region is the expansion of the fishery industry. In 2016, the Sri Lankan government proposed the Northern Province Sustainable Fisheries Development Project, in which the construction of a harbour at Point Pedro in the Jaffna District is included. This harbour should become the second largest fishery harbour in Sri Lanka. This report covers the design study of the Point Pedro harbour project, the goal of this study is to design a safe, economically efficient and socially accepted harbour at Point Pedro. To achieve this goal, the following research question “How can safety, economic efficiency and environmental impact be combined optimally in a harbour design for Point Pedro in the Jaffna District?” is answered. In figure XX, the final design of the harbour can be seen. This design is focused on the optimal combination between safety, economic efficiency and environmental impact. Because these criteria are conflicting, they are prioritized as follows: (1) safety, (2) economic efficiency and (3) environmental impact. Safety is provided by constructing breakwaters around the harbour, providing sheltered water conditions in the harbour basin. Also, the harbour entrance is constructed in a way that monsoon waves cannot directly intrude into the basin. Economic efficiency is accounted for by constructing the quay wall close to the central located fish processing facilities. This optimizes the supply chain, resulting in a smaller loss in the fish production (compared to the current situation). The costs are optimized by reusing all dredged material inside the breakwater or for land reclamation. Additionally, the location of the harbour entrance is minimizing the sailing routes as much as possible, without creating safety issues due to wave intrusion. Finally, the negative effects of social impact are limited by involving local fishermen and residents during the entire development process. Because these stakeholders are potential blockers of the project, it is important to include their opinions in the design. This can also be done by broadening the scope, in which touristic facilities and accommodations can be included in the project. Other negative impacts of the harbour can be either mitigated or minimized. However, because the environmental impact is determined as the least important criteria, it is not able to solve every issue. This design is considered to be the most optimal combination for the harbour design of Point Pedro, regarding the criteria of safety, economic efficiency and environmental impact. It is recommended to EML Consultants that three characteristics of the proposed design should be implemented in their final design for Point Pedro: (1) apply building on the reef for land reclamation inside the harbour, (2) cluster the fish processing facilities near the unloading quay walls, because it optimizes the fish supply chain and reduces fish loss, and (3) construct the jetties for large boats (in the east of the harbour) as proposed, because it optimizes manoeuverability inside the harbour using minimal space. The final recommendation is to perform additional research to make a more accurate design, as the main limitation of the report is the limited amount of available data. Additional research should be done in the fields of; wave data, ground conditions over the entire harbour basin, cost estimation and sedimentation.

The objective of this master thesis is to gain knowledge regarding the dynamic behaviour of The Palmerah Tidal Bridge to hydraulic loads. The Palmerah Tidal Bridge, an enterprise of the construction company BAM, will become future's largest tidal power plant and a floating bridge between two islands in the Flores region, Indonesia. A combination of the two functions requires a dynamic design that allows movements and a design that is able to withstand severe loads. A pre-feasibility design is proposed, however the technical feasibility is not proven yet. Safety and stability are two key concepts to substantiate the technical feasibility. In addition, an estimation of the probable motions and accelerations may indicate whether traffic is able to cross the bridge safely. The aim of the project is to create insight in the rotations and accelerations of the coupled floating bridge structure. In addition, obtaining information regarding the most sensitive structural parameters of the system may suggest design changes that result in an increase in stability. First, data is acquired that is required to create a virtual bridge model. The project location and present bridge design are analysed with available data, literature and calculations. Serviceability limits are estimated that allow traffic safely across the bridge. Governing loads that act on the bridge are determined and the structural properties of the bridge are calculated. The natural frequencies and hydrostatic properties of a single freely floating floater are calculated. The hydrostatic stiffness is used to calculate a first estimation of the roll-rotation as a result of current-induced pressures. The software programs used for the data computations are Matlab, Matrixframe, MathCad and Excel. Secondly, the data is converted into a virtual bridge model in the software package Ansys Aqwa. Ansys Aqwa is globally used to indicate the dynamic response of offshore maritime structures to wave induced pressures. The software has limitations regarding the current velocity implementation. The drag force should be defined manually and acts at the centre of gravity of the structure. As a result, the force 'moves' with the structure and the application point of the drag force can be located above the waterline. The virtual bridge model seems realistic for waves and positive flow speeds. However, the response to negative flow speeds is unrealistic, indicating that the Ansys Aqwa model is inaccurate. The model can not be calibrated as knowledge about the likely motion of the bridge is unknown, but the roll-rotation during a positive current is of the same magnitude as the stability calculation. The dynamic response to governing wave and flow speed combinations is computed. With an iterative process, the sensitivity to certain parameters is found. The observations and results that are obtained during the process resulted in various alternative design proposals that may decrease the magnitude of rotation with 70%. However, even with the improved design suggestions, the estimated serviceability limits are still exceeded. The dynamic response is based upon two components, a gradual main rotation that originates by the drag force and a fluctuating line over that curve that represents wave induced motion. In the end, wave induced motion will result in sincere discomfort for traffic.