The city of Amsterdam has a large number of old quay walls with rotten foundation piles. These foundation piles need to be identified and measures need to be taken. The urban quay walls are supported by two types of foundation: pinewood piles, which are easily affected by bacterial decay and spruce piles. To understand the mechanical behaviour of quay walls better, it is needed to know the type of wood used for each pile foundation along the 200 km of quay walls currently showing signs of damage. For that reason, specialized diving teams are hired to identify the rotten piles and foundation defects, to know which foundation piles need replacement. Since the area is very large and diving inspections are costly and lengthy in time, there is a need to correlate the foundation defect to the masonry damage above the water level. The masonry above the water level could give lots of information about the condition of the foundation, due to cracks or deformations in the masonry. This research could help to relate foundation defects with damage patterns in the masonry. Understanding this relation helps to identify foundation defects at an earlier stage and helps the municipality to prioritize the replacement of foundation piles. The thesis aims to find indicators above the water line to identify foundation problems by studying the crack patterns in a typical unreinforced masonry quay in Amsterdam. From the point of view of the masonry structures, failure of foundation piles results in a settlement deformation causing cracking. This research will support the current work by Sweco in helping to find foundation defects from above the waterline via masonry damage patterns in quay walls. This will be achieved by performing a parametric study, bases on 2D nonlinear finite element analyses, varying the extent of the pile defects, the material properties of the masonry and lateral boundary conditions for a selected representative base case. To simulate the damage in masonry, a smeared crack approach was used. The foundation defects were simulated by applying a settlement deformation to the quay wall. A Gaussian settlement deformation profile was imposed and the ratio between the length of the profile and the length of the quay wall was varied to simulate the failure of single or multiple piles. To capture the influence of the material properties of masonry (especially related to tension failure), three types of masonry were defined: weak, average and strong. The influence of the boundary conditions at the edges was checked by performing analyses with horizontally free lateral sides and with horizontally fixed lateral side. This is done to simulate the effect of arching in the structure. Eventually, the influence of the location of the foundation defect was analyzed by comparing a symmetric Gaussian settlement deformation with an asymmetric settlement. The analyses show correlations between the vertical displacement at the top of the structure and the length of the settlement profile. As expected, this can be interpreted with the fact that if several piles are damaged simultaneously, a larger portion of the quay wall is cracking. The material properties of the masonry influence the development of crack patterns. The stronger is the masonry, meaning increasing the values of Young’s modulus, tensile strength and fracture energy, the larger is the settlement displacement needed to obtain the same crack pattern. The lateral constraints contribute mostly to the development of the horizontal crack since no horizontal cracks appeared in situations without these constraints. Since the influence of additional loads is not considered in the analysis and the model is modelled in 2D it is recommended to analyze the influence of both in further studies. It is also recommended to validate the model against field measurements since no verification has been done.

This report contains the conceptual lay-out for two possible expansions of the port of Bahía Blanca. To determine the best conceptual lay-outs, emphasis is drawn to understand the physical system to determine the effect of the expansion of the port on the natural system. The port of Bahía Blanca is situated at the end of a ria, or tidal basin. For the designs, different conceptual lay-outs are developed and simulated in a hydrodynamic model called MOHID. This is a 2D depth-averaged model (2DH), which uses a rough bathymetry grid of the ria to determine the effect of the port development. There are three mutations of the different port expansions on the environment, which are investigated using the MOHID-model: (1) the East expansion, containing reclamation of tidal flats and closure of a side channel; (2) the South expansion, containing a widening and elongation of the channel and reclamation of tidal flats; and (3) the deepening of the entire navigation channel to various minimum depths. From the results of the MOHID-model on the East expansion conclusions on the mutations of the different port expansions are drawn. For the East expansion, only small changes are predicted; only local erosion in the navigation channel near the expansion may occur. For the South expansion, the flow velocities reduce in the entire stretch and there seems to be sedimentation at the eastern part of the expansion. As a conclusion the best and most feasible designs are chosen. The best design is the lay-out that obtained the highest score in the MultiCriteria- Analysis (MCA). The most feasible design is the design having the highest cost/benefit ratio determined by a Cost-Benefit Analysis (CBA). The east bank is located close to the current port, Ingeniero White, on tidal flats which are inundated at high-water and dry at low-water. For the East expansion, different port lay-outs are developed mainly differing in amount of reclaimed land, length of viaducts and the presence of a mooring basin. The best design on the east is characterised as being very compact and having small viaducts between the dry bulk and agribulk terminals and jetties. The main advantage of this design is the small expected increase of siltation, good safety and sufficient future expansion possibilities. The most feasible design, however, is characterised by long viaducts reducing the costs of the design. The other appointed location for the port expansion is the south bank, opposite of the current port development. This location, however, is characterised by one main disadvantage; It is far from any form of connection with the hinterland. Nevertheless, in 2013, the port authority (CGPBB) initiated the start of small reclamation works. The best and most feasible design fully utilises this reclaimed portion of land. Moreover, the best design has a small expected increase of siltation in the port area. For a final designs, all previous designs are combined to create a design in which all the advantages of each of the designs are fully incorporated. Therefore, this design has little reclamation as well as viaducts with only intermediate lengths.