The canals of Amsterdam represent a draw for tourists and add to the value of real estate along the canals. More than 40 percent of Amsterdam tourists take a trip through the canals, accounting for more than 3 million canal travelers annually. Therefore, the tour boat sector is crucial for tourism in Amsterdam.
Many of the quay walls on Amsterdam’s canals have either reached the end of their lifespan or need replacing because of damage caused by overloading and the overuse of heavy supply trucks. Currently, a length of 200 km out of the total length of 300 km of quay walls have reached the end of their 100-year service life, and some walls have even passed that limit. In 2017, five incidents of quay-wall failure occurred. In 2018, three such incidents occurred. Hence, these quay walls are in critical need of replacement. Many are located along busy canals, which means that closing these canals will almost certainly directly lead to the congestion of traffic flow on the water. This is highly undesirable for the tourist sector. At the moment, there is no research being conducted into how to manage quay-wall renovations without disturbing transport over water.
The main goal of this research project was to develop a first version of a model through which the impact of the quay wall renovations on transport over water (e.g., passenger transport and pleasure craft) can be assessed. Thus, the main research question for this project was as follows: "How can the impact on nautical traffic flow and congestion patterns of quay wall upgrade works in the canals of the City of Amsterdam be assessed?” A model was constructed based on the Amsterdam canal traffic analysis. An agent-based modeling framework was selected as a suitable framework, because it could give insight into not only if and when congestion occurs, but also why congestion occurs. The ABM framework is able to represent the distinct sailing speed and route selection of each vessel type, can reproduce the (routing) behavior of the three vessel types that interact, and had the additional option to incorporate the irrational behavior. Each vessel was modeled as an entity with its own logic (step-by-step instructions) and making its own decisions while moving on a graph. In order to reproduce observed traffic flow and congestion patterns, modeled vessel objects needed to move through this network, calculate their routes based on the network structure and properties, and queue at crossings. Therefore, this study applied network logic (graph theory) and queueing theory. This project used the open-source NetworkX package in Python to construct a network (graph) based on the spatial coordinates of the Amsterdam canal network, with nodes at crossings and bridges and edges connecting the nodes. Each vessel object in the model used algorithms from the NetworkX package to calculate its route on the network. The model also used the SimPy package to simulate queueing and crossing congestion at crossings with discrete time steps. To summarize, the model simulated on a microscopic level, used discrete time steps, and applied the agent-based modeling framework. As this model is developed within a community setting at the TU Delft, this model, and other transport network analysis models, can be viewed and found at https://github.com/TUDelft- CITG/Transport- Network- Analysis

This study treats the calculation of longitudinal forces on a ship in a lock chamber due to the levelling procedure. The focus will be on the force resulting from the filling jet through the levelling door in the lock, with the main point of interest being the interaction between the ship and the flow resulting from the jet. To understand more about this interaction the following methods are used: the one-dimensional software model Lockfill, computational fluid dynamics (CFD) and scale model tests. The study was initiated in the context of improving the accuracy and applicability of the software Lockfill. Lockfill is based on the conservation laws of mass and momentum, while schematising the flow using a two-dimensional parameterization of the filling jet. A two dimensional situation was created for the scale model, neglecting variations over the width. The scaled situation was tested using a CFD model to prepare for the scale model measurements. This preparation revealed that the jet attaches to the bottom for the chosen geometry. The flow measurements consist of multiple point measurements and particle image velocimetry (PIV) measurements just downstream of the gate. The longitudinal forces on the ship were measured for variations in: keel clearance, downstream position of the ship with respect to the gate and water level difference over the gate. The presence of the ship reduces the deflection of the jet towards the bottom. The reason for the reduced deflection is the interference of the ship’s bow with the upper eddy limiting the fluid motion, resulting in a reduction of pressure and therefore a deflection of the jet in the upward direction. This means that the momentum flux in the jet for the situation without ship decreases faster because it attaches to the bottom closer to the gate. The measured forces were compared to the forces Lockfill would predict for the same situation. Both CFD and PIV predict the forces with a small relative error. Lockfill determines the force on the ship accurately as long as the momentum flux can be determined successfully. Determining the momentum flux comes down to a correct schematisation of the filling jet. Variations in keel clearance and discharge are covered quite well by Lockfill. However an increase in distance from the gate reveals big differences compared to the measurements. This is caused by an overestimation of momentum flux dissipation in the Lockfill jet schematisation. The reason for this is that in reality the jet stays more attached to the bottom, therefore maintaining a higher momentum flux. Taking into account the results from this study, the improvement of Lockfill should start with the schematisation of the filling jet. A start can be made by implementing the tendency of the jet to attach to a boundary.

This research is about the effects by climate change on the inland shipping sector of low discharges in the River Waal. Two different situations are investigated, one without any measure and one with canalization of the river. These two situations are compared with a zero variant where no navigation restrictions occur and therefore a so- called reference situation is also investigated. The focus is on the direct costs for the inland shipping sector due to navigation restrictions caused by insufficient water depth and canalization. Besides, the more integral picture is taken into account by the total costs due to canalization, which consist of the shipping costs due to canalization and the weir- and lock complex costs. For studying the effects of the different developments on the inland shipping sector an effect model is developed, validated and used.
The consequences in case of several scenarios for this canalization option are investigated to get insight in the range of possible outcomes. The scenario analysis shows that the shipping costs for all scenario combinations are lower in case of canalization than in case without any measure. Looking to the more integral picture, the total costs due to canalization are only in case of the most extreme climate scenario lower than the shipping costs in case without any measure. For all other scenarios, the total costs due to canalization are much higher. During the sensitivity analysis, the total costs due to canalization for various weir- and lock complex costs are investigated. The result is shown in the figure alongside to here. For total weir- and lock complex costs below 400 million Euro the feasibility of Waal canalization is quite high, which means that for many scenario combinations the costs due to canalization are lower than the costs in case without measure. However, for WLC costs between 400 million Euro and 900 million Euro the feasibility decreases to 20%. It is expected that 1000 million Euro is quite large for one complex and therefore it is assumed that a feasibility of at least 20% is reached.

When sea-going or inland vessels berth along a mooring location they use their bow thruster to manoeuvre. When the induced propeller jet is directed towards a slope it might affect the stability of the slope material and this can lead to damage when the loads are too large.

The objective of this research was to extend and validate a method to determine hydraulic bed loads on slopes induced by bow thrusters and a method to determine the stability of slope material. In order to answer this objective scale model tests are conducted at the test facilities of Deltares. Velocity and stability measurements are performed during multiple test scenarios that contain variations in slope angle, axial distance and pile configuration. From the obtained data of the velocity measurements the time-averaged velocities and the turbulence intensities are determined. For example, the time-averaged slope velocities measured in the scale model that consists of an 1 : 3 slope with an open quay pile configuration and a rough bed (test scenario T10 in the research) are shown in Figure 1. These values are compared to the values according to the Dutch guidelines and a correction factor for the underestimation of the hydraulic bed load on a slope is defined for each test scenario. After that the consequences for a design of a slope protection are evaluated. Furthermore, for the stability tests it is determined what the critical slope velocity is. This is done for multiple criteria of initiation of motion. With these critical slope velocities a stability parameter for the stability relations can be determined that is applicable at situations similar to the scenario tested. These determined stability parameters are compared to the recommended stability parameters and the differences are evaluated. Finally recommendations are formulated for correction factors for the slope velocities induced by bow thrusters and recommendations are formulated for a proposed stability formula by an earlier research.