The Haringvliet sluices is one of the Delta Works. The sluices were finished in 1970 and are thus 50 years old. This research is initiated because the expected lifetime of hydraulic structures is thought to decrease significantly due to climate change. This study aims to provide insight in the functions the Haringvliet sluices fulfill and to what extent climate change influences the functioning of the Haringvliet sluices. If the lifetime of the current structure is reached multiple other strategies are suggested. The lifetime of the sluices is determined, based on the effect of climate change on the functions the sluices fulfils. The climate scenarios used for the assessment of the sluices are the KNMI’14 climate scenarios (Gl and Wh). These are the most mild and most extreme scenarios. The amount of sea level rise and the change in annual river discharge distribution of these scenarios are used for the assessment of the sluices.   For the assessment of the Haringvliet sluices, multiple tools are used. Calculations are made with the programs SOBEK and Hydra-BS, available literature is used, information received from interviews with experts and hand calculations have been used as tools to assess the Haringvliet sluices.  Flood protection, fresh water availability and ecology are the functions for which the sluices have been assessed. Another failure mechanism for which the sluices have been assessed is structural failure. The lifetime for which the sluices fail constructively are conducted by a semi-structured interview. Not opening, not closing, overtopping and overflow are the failure mechanisms included in the assessment for flood protection. The effect of the failure mechanisms in combination with climate change may not lead to hydraulic loads which exceed the retaining height with 0.2 meter of at least two dike sections at the hinterland. With the Kierbesluit, the Haringvliet sluices are opened during high-tide. The requirement concerning fresh water availability is that the chloride concentration at Middelharnis-Spui may not exceed 300 mg/litre. The requirement for ecology is based on fish migration in combination with the Kierbesluit. Multiple fish species must be able to migrate from the North-Sea to the Haringvliet for at least 50\% of the time as indicated for each specie in the migration calender. The sluices may also not be closed for 50 consecutive days. This reduces migration via the Haringvliet.  The lifetime for which the function of flood protection is reached, is based on literature, spreadsheet calculations and the use of the models SOBEK-RE and Hydra-BS. With SOBEK-RE water level calculations are carried out in which the failure mechanisms of not opening and not closing are added. The results have been stored in a database which is used as input for Hydra-BS. Hydra-BS probabilistically calculates water levels through the south western delta. The effect of the failure mechanism of overtopping is calculated by calculating overtopping volumes with formulas found in prior research (Van der Meer, 2008). The overtopping volumes can be significant but due to the large storage area at the Haringvliet, the effect is relatively small. Also, the coincidence between a storm at the North Sea and large discharges at the Rhine is relatively low.  The assessments of the functions fresh water availability and fish migration are based on the aggregation of multiple researches in combination with the effect of a changing climate, for which the KNMI’14 climate scenarios are used. Concluded is that the function for fish migration cannot be fulfilled in the most extreme scenario around 2050.  First strategy proposed to extend the lifetime is to change the Kierbesluit. Sluices may be opened by lower discharges during high tide. However, this decreases the lifetime for fresh water availability. The lifetime with another Kierbesluit can be enlarged by circa 30 years. With this measure the functions of fresh water availability and fish migration still reach the lifetime first around the year 2080. Life time extending measures can be thought of and can be of both economic and social points of view. Closing the sluices more frequently (social point) reduces the fish migration. Relocating the fresh water intake locations more upstream or by building a fish passage from the North-Sea to the Haringvliet is a measure which is coming from an economical viewing point.   When taking into account the extending measure concerning ecology, the lifetime of the sluices become as follows. In case of an extreme scenario the functional lifetime can be met until at least 2050 and the structural lifetime is reached around 2100. In case of an average climate scenario, all the functions fail in a relatively short time span of 20 years, around the year 2130. With the Gl climate scenario used in this thesis the sluices fail first structurally, which is around the year 2170.   In case of an average or mild climate scenario, the sluices need to be removed or covered because they fail structurally. To replace or cover the current Haringvliet sluices when the lifetime is reached, multiple functional strategies have been developed.  For the development of the new functional strategies it is assumed that the requirements do not change compared to the current requirements. The functional strategies are based on three possible designs for the Haringvliet: a permanent closure of the Haringvliet in which pumps are installed, a similar sluice complex or creating an open estuary again. These three strategies are used in combination with other structures. Eventually two verified designs are evaluated. It turned out that closing of the Haringvliet can fulfil all the requirements. A larger sluice complex including a fish passage turned out to be the best functional design. With the rough assumptions used in the evaluation, the variant in which larger sluices combined with a fish passage is suggested comes out as the best strategy. Other strategies could turn out to be more suitable for the requirements, criteria and boundary conditions valid at that moment. Therefore adaptive coastal and river management is recommended.  What must be noted is that backward salt intrusion, intrusion via the Nieuwe Waterweg and Spui to the Haringvliet can cause problems concerning the quality (salt concentration) of drinking water. Closing the Nieuwe Waterweg is a solution concerning the requirements composed for the Haringvliet. However, the effect on the Port of Rotterdam and the costs involved for this closure are not estimated and are therefore not included in the functional designs.  In this thesis multiple methods are used to calculate the effect of a failure mechanism of the Haringvliet sluices on the hydraulic load. Suggested is to come up with a model in which the failure mechanisms not opening, not closing and overtopping are included. Further, with the data from Rijkswaterstaat on the chloride concentrations in the Haringvliet a salt intrusion model can be made to improve the Kierbesluit.

Quidico is a small town, approximately 200 kilometer south of Concepcion. In the bay adjacent to Quidico town, a great number of local fishermen are active. In the current situation, high waves, a strong current and significant sediment transport hamper the effectiveness of the bay as fishing harbour. Also qualitative onshore facilities to support onshore activities of the fishermen, are absent. The Department of Ports of theMinistry of Public Works, developed a preliminary design proposal, to solve these problems. However, after consultation with the fishermen, this proposal was declared unsatisfactory. Therefore, an additional study is performed to develop a new integral design for the bay of Quidico. The desired design consists of onshore buildings, a paved support area, mooring facilities and breakwaters to create shelter for safe mooring of the fishing boats. Furthermore, these breakwaters shouldmitigate the problems related to sediment transport.

To develop a new breakwater orientation and design, wave data is analysed. Waves coming from the south to south-west are most common, but not guiding due to the sheltering factor of IslandMocha, positioned in front of the coast. The guiding wave, which is coming from the north-west, is implemented in models of Delft3D to see what the new orientation of the breakwater should be. Based on the wave analysis, sediment transport analysis and modelling results, a new breakwater orientation is determined, that fulfills all requirements prescribed by the DoP. After defining this new orientation, the influence of the breakwater on sediment and waves is analysed. Due to the new orientation, a new design of the breakwater is made.

The fishing harbour should offer the possibility for the fisherman to unload their goods and berth safely. The DoP proposed the construction of a mooring facility along the south-west shoreline of Quidico Bay. Two types of quay walls for the mooring facilities are proposed, a sheet pile wall and a concrete mass wall. For both types a preliminary design is developed, by making use of the 2D finite element software PLAXIS and hand calculations. The preferred mooring facility design mainly depends on the soil conditions at the specific location. From the boundary conditions it is concluded the bedrock is found at a depth of 60m, the soil above mainly consists of sand. Therefore the construction a sheet pile wall to serve as mooring facility, is recommended.

In the initial design of the Department of Ports, six separate masonry buildings are proposed to accommodate the desired supporting facilities. These buildings cover a large area of the bay and will require a large paved supporting platform. To reduce this paved area, the DoP is interested in a more compact design, that includes all supporting facilities in one multi-storey building. In consultation with the DoP two different designs are developed; a three-storey steel building and a two-storey concrete building. A structural design is developed within the boundaries set by the functional design requirements. Next, a structural analysis is performed by making use of finite element software (ETABS) and a final design is obtained for both buildings. The concrete building is concluded to be the most suitable option for the DoP.

Quick offloading of the boats and smooth transshipment of goods is hindered due to the lack of a good support area and access road. The DoP proposed a design for both pavements in the their preliminary study, but it was requested to evaluate different alternatives. Three different pavement technologies are proposed for the access road: surface treatment, asphalt and concrete slabs. For the pavement in the support area concrete slabs are the preferred solution. To achieve an optimal pavement design that fulfills all structural and serviceability requirements throughout the full design life, slab pavements with different dimensions and thicknesses are evaluated. In conclusion, short concrete slabs are the preferred pavement for both areas. Short slab pavement is an upcoming technology that has great advantages in terms of structural performance and costs.