The applicability of the Sellmeijer design rule to Limburg dike sections near Well, Hout-Blerick, Buggenum, and Thorn was investigated in this thesis. This was accomplished by building a finite element numerical model, in COMSOL Multiphysics, to assess the piping in the hydrogeological systems of the research locations. The proposed model is composed by combining several groundwater and piping model principles, schematizing dike cross-sections, and calibrating the model. The schematization choices that define the model geometry of the average pipe cross-section are critical. It was decided to apply a fracture flow pipe cross-section and the piping assessment was performed iteratively for multiple pipe height values, because the true pipe height is unknown. The pipe height is expressed as a function of the number of grains and the representative grain size. According to a deterministic assessment, which was performed analytically using multiple versions of the Sellmeijer design rule and numerically using the proposed FEM model, piping does not occur at the research locations Well, Hout-Blerick and Thorn. Piping is theoretically possible at Buggenum, but only with a very small pipe height, making it appear very unlikely. The assessment also revealed that the critical head determined by using revised Sellmeijer design rule (2021) is conservative for the examined dike sections in Limburg. Furthermore, it is discovered that the original Sellmeijer design rule with the new geometry factor (1988/2011) produces critical heads that are similar to the results of the revised Sellmeijer design rule (2021) multiplied by 1.8, which is the current design rule used to assess piping in Limburg. The Sellmeijer design rule (1988/2011) was stochastically evaluated to determine how the design rule changed when calibrated to Limburg parameter values. 1000 unique randomly generated dike cross-sections were evaluated on piping using the proposed FEM numerical models. The unique dike cross-sections are made up of a random combination of model parameters that were sampled from a uniform distribution using Latin Hypercube Sampling (Olsson et al., 2003). The randomly generated dike cross-sections that demonstrate piping for a realistic pipe height, were used to re-calibrate the Sellmeijer scale factor. Using a linear regression, it was demonstrated that the scale factor corresponding to the broadened application range (including Limburg parameter values), of the Sellmeijer design rule, is 1.56 times greater than the original scale factor. This means that the original Sellmeijer design rule with the new geometry factor (1988/2011) and the additional factor of 1.56, can be applied to (Limburg) dike sections, for which the model parameters fall within the newly set parameter application ranges (e.g. 100 µm ≤ d70 ≤ 900 µm).

Fieldwork Hydraulic Engineering’ is a course given at Delft University of Technology for the MSc Hydraulic Engineering. In collaboration with local experts Boyan Savov and Traian Marin, a team of 8 students guided by Mark Voorendt was sent to investigate the local conditions at Asparuhovo beach in Varna, Bulgaria, for purely educational purposes. Before 2019, Asparuhovo beach used to have a stable coastline with some seasonal variations. However in 2019, the Karantinata port was constructed and disturbed the equilibrium state of the beach. Rapid sedimentation occurred near the port and the port entrance. Due to this excessive sedimentation near the port entrance, the fishing port has lost almost all of its intended functionality, as minimum water depths in the port entrance approach 0.3m. The port was originally designed for larger fishing boats, which are currently not able to enter and making the port lose functionality. It is yet unknown how this sedimentation trend is formed with the construction of the fishing port. The main objective of the research was to examine the current sedimentation near Karantinata port by executing a measuring campaign during the Hydraulic Fieldwork and by setting up a 5 year monitoring program for the marine environment. By doing so, the processes which lead to sedimentation can be understood and a model can be made. With this model, adjustments to the port layout can be examined which are potentially needed for the port to operate at full functionality. To tackle these problems, the students performed the fieldwork. With 2 days of beach and foreshore measurements the research question was assessed. With the acquired data of the system, supported by additional lab sieving analysis, data processing and modelling in Delft, the students formed theories on the origin of the sedimentation problem. With these insights, recommendations for the area can be suggested. The measurements are performed on multiple locations and at each location multiple variables were researched. For Asparuhovo beach and foreshore these are the bathymetry, waterline position, wave climate, beach profile, sediment characteristics and ecology. At the fishing port Karantinata these are the port characteristics such as functions, planning and infrastructure, port entrance, bathymetry and breakwater design. At the Asparuhovo breakwater it is the top protection layer, damage assessment and measures of improvement. At Veteran beach this is the soil samples for grain size distribution. At Martsiana quarry the length to thickness ratio, blockiness were researched, as well as the diameter to check if potentially suitable for breakwater material. With this information, a preliminary model in Delft3D has been set up with the land boundaries, grid and bathymetry file. With knowledge of the coastal processes and the processed data, potential causes of sedimentation are speculated on. It is unlikely that such large amounts of sediment are coming from outside of Asparuhovo beach system, as there are no sediment rich rivers nearby, the sedimentation occurred in a very short period of two years and the sediment would mostly not be able to cross the deep navigation channel as it would settle due to lower flow velocities. It is expected that large parts of the settled sediment near the port entrance is from the beach itself. This is also more likely due to the two closed boundaries of the beach, the Asparuhovo breakwater and the Karantinata port. This was checked by analyzing the grain size diameter compared to other locations at the beach and looking at the waterline developments. It was found that the grain size at the middle of the beach was 1.8 mm and at the port entrance between 0.2 and 0.3 mm. It was suspected that the fine sediments of the middle of the beach are eroded and deposited at the port entrance as the sediment can settle at the Southeastern part behind the port breakwater due to sheltered conditions. The mechanisms that could have induced this are: rip currents, longshore currents and the different wave patterns. To examine and validate these findings, a monitoring plan for the coming 5 years is proposed. This is very important to create an understanding of the systems parameters and behaviour. Without monitoring, adjustments to the port cannot be tested in a correctly calibrated model. The parameters which need continuous measurement are the wave parameters, sea level measurements and visual beach observations. Biannual measurements are needed for currents, hydrographic works, visual observations with a drone, bathymetry and sediment parameters. Before the port is fully operational again, the port entrance needs dredging. This can be done in this time span of 5 years to ensure the passage of fishing boats. After dredging a short survey of the area needs to be performed to incorporate the changes into the model. These are the bathymetric survey, visual observations and sediment samples all around the dredging area. There are three potential solutions incorporated in the report, which can be modelled with the findings of the monitoring plan. The first potential solution to make the port fully operational again is relocating the port entrance with a curved breakwater stretching into the sea. The second solution is a combination of the entrance relocation and water flow through the port. The third is a blocking groyne stretching from Asparuhovo beach into the sea, blocking the sedimentation going into the port entrance. For all these potential solutions, dredging works are needed to reensure the required water depth for the vessel draught. The least costly and most promising is the relocation of the port entrance design. It can be noted that continuous dredging is not a sustainable solution as the sedimentation keeps occurring near the port entrance as the hydrodynamic conditions will not change. It is recommended to first find the source of the settled sediment by comparing control volumes of sediment on the beach over the years. Then a model should be set up of the Asparuhovo beach and foreshore and Karantinata port to give insights in the processes. This model needs to be validated and calibrated with input from a monitoring campaign. With a working model, the causes of sedimentation can be found and further research can be done whether the potential solutions are appropriate.