The surge in demand for inland vessel goods transportation has necessitated the operation of larger vessels with increased drafts. These larger vessels generate significant induced loads from their more powerful bow thrusters during berthing and mooring. These loads can lead to scour, which ultimately results in instability of the quay wall. To counteract this, stone gradings are penetrated with colloidal concrete as bottom protection. However, prior studies indicate that the flow velocity profile perpendicular to a quay wall decreases more rapidly than guidelines suggest, implying a potential reduction in the extent of colloidal concrete application. This is relevant for the Netherlands, where a multitude of hydraulic structures, including an estimated 130 locks, are in need of renovation or replacement. \\

\noindent This study seeks to comprehend the impact of bow thruster-induced loads directly perpendicular to the quay wall, on stone displacement near a quay wall and this study compares the outcomes of this field measurement with existing guidelines and scale modelling. The research question is therefore: ''\textit{How can results from a full-scale test improve the design and performance of loose-rock bottom protection against bow thruster-induced loads for quay walls accommodating inland vessels?}''\\

\noindent In order to answer this question a full-scale field measurement is conducted with the largest inland vessel in Europe. During this field measurement, free flow tests were performed and bottom velocity, pressure fluctuations and stone displacement were determined. \\

\noindent The applied bow thruster power and under keel clearance are marked as two important parameters for stone displacement. For the impact of this applied bow thruster power and under keel clearance, a variety of scenarios is examined. After each scenario a survey is done to look at individual stone displacement. Velocity measurements are taken to get more information about the flow velocities. The velocities were measured relatively far away from the bottom, resulting in low velocities. The actual bottom velocity is determined by validating and using the findings of the scale modelling performed by \textcites{Deltares}.\\

\noindent Free flow tests are performed to directly measure the outflow velocity and compare it with existing guidelines. From these tests, it is concluded that the existing guidelines for outflow velocity result in an overestimation of the required $d_{n50}$, with a measured loss coefficient of 0.65 as opposed to the proposed 0.90. Even with the reduced loss factor for the outflow velocity, the bottom velocity calculated with the Dutch method guideline is higher compared to the actual bottom velocities, demonstrating again, as already indicated in prior studies, that the guidelines are too conservative. \\

\noindent The turbulence intensity values play a significant role in validating the findings derived from scale modelling conducted by Deltares. The measured turbulent intensity values show similarities with the earlier findings, indicating a turbulent environment and validation of the Deltares scale modelling. \\

\noindent Based on pressure measurements, it is estimated that at the onset of movement, the pressure differences of the turbulent eddies are in the order of 50 to 90\% of the critical force to cause stone movement. \\

\noindent The in this study developed parameter R = $\frac{V_0}{UKC} \cdot t \cdot \frac{1}{k_{sl}} \cdot C_R $ shows that an increase in applied bow thruster power, a decrease in under keel clearance, an increase in duration and in slope lead to a linear relation with the normalised cross-section area of the near-quay erosion hole. \\

\noindent In addition, the full-scale field measurement showed that the stone displacement predominantly occurs within the first two and a half meters of the bottom protection, suggesting a possible reduction in the width of the colloidal concrete application. For a fictive quay wall the suggested reduction is compared with the design following the original guidelines. The suggested reduction alternative could save 75\% of the amount of colloidal concrete and CO$_2$ emissions.

In the near future, Rijkswaterstaat has the task to replace or renovate many ship locks. With the long-term project, MultiWaterWerk, Rijkswaterstaat aims to standardise components of these ship locks. This thesis contributes to the project by researching the potential benefits of standardisation of the bed protection design at waiting places at ship locks in the Netherlands. Only waiting places for inland vessels with the most commonly used bed materials are analysed. Similar waiting places are grouped together with a classification analysis, based on three parameters: bed material of upper layer, berth type, i.e. quay wall or piles, and expected maximum near-bed flow velocity. The variation in these three parameters and the measured erosion of the bed were then compared between and within the resulting classes. Furthermore, the waiting places are split up into different sizes by pre-defined CEMT-classes. Waiting places in CEMT-class II and VI waterways are more similar in design and erosion, so a potential for standardisation exists there. CEMT-class V is further analysed per corridor, because the variation between all waiting places is too high. Among those corridors, only the Nederrijn-Lek shows potential. In the Meuse and Twente channels, the erosion varies too much; other corridors contain too little waiting places for potential benefits to outweigh the effort for standardisation. It is recommended to standardise the design assumptions concerning ship dimensions and propeller characteristics. A potential standard design vessel per corridor or CEMT-class should lead to a more reliable estimation of the expected scour at the waiting places. Furthermore, estimations for new bed protections at waiting places on lifetime, building duration, cost, and required maintenance will be more reliable because there will be more similar waiting places.

During berthing operations vessels use their bow thruster(s) to improve their manoeuvrability, making them less dependent on the assistance of tugboats. The jet from a bow thruster reflects on the quay wall. It is directed towards the bottom where it reflects, causing high flow velocities over the bed. This may scour the nearby bed when it is left unprotected, leading to instability of the quay wall. Over the years, the shipping industry has been developing continuously, characterized primarily by the upscaling in size of inland- and sea-going vessels. As a result, vessels have more power and larger thruster diameters leading to higher hydraulic loads on quay walls and bed protections of berthing facilities. The most common type of bed protection is rip-rap (partially) penetrated with concrete. However, due to the complex flow field of the reflected jet, the decay profile of the near-bed flow velocities is unknown. This results in uncertainties in the design of bed protections and the required width of these protections that must be penetrated with concrete. In this research, the decay of the near-bed flow velocity in perpendicular direction to the quay wall induced by a 4-channel bow thruster is researched. The eventual goal is to provide a better indication to what extent the bed protection must be penetrated with concrete. Field measurements have been conducted in the North Sea Port of Gent with the Somtrans XXV, one of the largest inland vessels in the Netherlands. The flow velocities near the bed, induced by the bow thruster, have been measured with Acoustic Doppler Velocimeters (ADV), Acoustic Doppler Current Profilers (ADCP) and Ott meters (Ott). The results from the flow velocity measurements have been analysed on three main parameters: influence of the applied bow thruster power, the distance between the measurement instrument frame and the bow thruster and quay wall clearance. The highest flow velocities are measured near the quay wall in the order of 1 m/s reaching up to a maximum of 1.8 m/s. Further away from the quay, the flow rapidly declines towards a more constant level of approximately 0.3-0.4 m/s. To define the maximum load on the bed, the mean flow velocity plus three times the standard deviation is used resulting in a maximum load ranging between 1.6-2.8 times the mean horizontal flow velocity. The Dutch and German guidelines for determining the near-bed flow velocities generally overestimate the measurement results. In addition, the dependency of the Dutch method on the total travelled distance by the jet, based on the sum of the quay wall clearance, the height of the bow thruster above the bed and the distance x from the quay wall, are not reflected in the measurement results. It is recommended that this extensive and unique data set acquired through the field measurements in Gent is further used to analyse the flow field of a reflected jet on a vertical quay wall by validating numerical and scale models. Combining these three different methodologies will contribute to a better understanding of this phenomenon with the eventual goal of optimizing the design of bed protections.