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Integraal Plan Boven-Zeeschelde Sub report 13 Implementation of C alternatives
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Integraal Plan Bovenzeeschelde Sub report 13 – Implementation of C alternatives
Bi, Q.; Smolders, S.; Vanlede, J.; Mostaert, F.
Cover figure © The Government of Flanders, Department of Mobility and Public Works, Flanders Hydraulics Research Legal notice Flanders Hydraulics Research is of the opinion that the information and positions in this report are substantiated by the available data and knowledge at the time of writing. The positions taken in this report are those of Flanders Hydraulics Research and do not reflect necessarily the opinion of the Government of Flanders or any of its institutions. Flanders Hydraulics Research nor any person or company acting on behalf of Flanders Hydraulics Research is responsible for any loss or damage arising from the use of the information in this report. Copyright and citation © The Government of Flanders, Department of Mobility and Public Works, Flanders Hydraulics Research 2020 D/2020/3241/122 This publication should be cited as follows: Bi, Q.; Smolders, S.; Vanlede, J.; Mostaert, F. (2020). Integraal Plan Bovenzeeschelde: Sub report 13 – Implementation of C alternatives. Version 1.0. FHR Reports, 13_131_13. Flanders Hydraulics Research: Antwerp. Reproduction of and reference to this publication is authorised provided the source is acknowledged correctly. Document identification Customer: Keywords (3-5): Knowledge domains Text (p.): Confidentiality:
dVW-RegioCentraal Ref.: WL2020R13_131_13 Scaldis-model, Scheldt estuary, Hydrodynamics, Telemac Water management > Hydraulics > Hydrodynamic model > Numerical modelling 54 Appendices (p.): 12 ܈No ܈Available online
Author(s):
Bi, Q.
Control Name
Signature Getekend door: Sven Smolders (Signature) Getekend op: 2020-06-25 12:38:21 +01:00 Reden: Ik keur dit document goed
Reviser(s):
Smolders, S.; Vanlede, J. Getekend door: Joris Vanlede (Signature) Getekend op: 2020-06-25 11:12:25 +01:00 Reden: Ik keur dit document goed
Project leader:
Vanlede, J.
Approval Getekend door: Frank Mostaert (Signature) Getekend op: 2020-06-25 08:09:25 +01:00 Reden: Ik keur dit document goed
Head of Division:
F-WL-PP10-2 Version 7 Valid as from 3/01/2017
Mostaert, F.
Integraal Plan Bovenzeeschelde - Sub report 13 – Implementation of C alternatives
Abstract This report details the implementation of the C alternatives in the Scaldis model. The definition of the C alternatives has three variations (C1 to C3), which have been described briefly in the memo ‘Towards the definition of C alternatives’ (IMDC, 2019) which has been discussed with international experts (EGIPUS) in a workshop 18th June 2019.
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Integraal Plan Bovenzeeschelde - Sub report 13 – Implementation of C alternatives
Contents Abstract ............................................................................................................................................................ III Contents ............................................................................................................................................................ V List of tables...................................................................................................................................................... VI List of figures ................................................................................................................................................... VII 1
Introduction ............................................................................................................................................... 1
2
Design principles of the C - alternatives .................................................................................................... 2
3
Methodology ............................................................................................................................................. 5 3.1
Implementation of C alternatives ...................................................................................................... 5
3.1.1
New reference grid .................................................................................................................... 5
3.1.2
New reference bathymetry ....................................................................................................... 5
3.1.3
Adaptations of bathymetry ....................................................................................................... 7
3.1.4
Adaptations of FCA/FCA-CRT ................................................................................................... 36
References ....................................................................................................................................................... 54 Appendix I. Explanation of the culvert parameters......................................................................................... A1 Appendix II. Parameters of the new culverts .................................................................................................. A3
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List of tables Table 1 – Overview of studied estuarine situations .......................................................................................... 1 Table 2 – Overview of all measures in the C alternatives ................................................................................. 3 Table 3 – The list of areas with the background bathymetry ............................................................................ 6 Table 4 – Definition of the new culvert in Melleham (C1 alternative) ............................................................ 37 Table 5 – Definition of the new culvert in Melleham (C2 alternative) ............................................................ 38 Table 6 – Definition of the new inlet culverts in Scheldebroek (C1 alternative)............................................. 44 Table 7 – Definition of the new inlet culverts in Wal in C1 alternative ........................................................... 46 Table 8 – Definition of the new inlet culverts in Zwijn in C1 alternative ........................................................ 46 Table 9 – Definition of the new outlet culverts in Blankaart in C1 alternative ............................................... 46 Table 10 – Definition of the new inlet culverts in Wal in C2 alternative......................................................... 48 Table 11 – Definition of the new inlet culverts in Zwijn in C2 alternative ...................................................... 48 Table 12 – Definition of the new inlet culverts in Hingenebroekpolder in C2 alternative .............................. 52 Table 13 – Definition of the new inlet culverts in Spierbroekpolder in C2 alternative ................................... 53 Table 14 – The definition of the culvert parameters....................................................................................... A1 Table 15 – The parameters for the inlet culvert in CRT Melleham in C1 alternative ...................................... A3 Table 16 – The parameters defined for the new culverts in Melleham in C2 alternative .............................. A4 Table 17 – The change of culvert node numbers of FCA Wijmeers in C3 alternative ..................................... A5 Table 18 – The removed culvert nodes in Uitbergen in the C1 and C2 alternatives ....................................... A5 Table 19 – The removed culvert nodes in Uitbergen and Paardeweide in the C3 alternative ....................... A6 Table 20 – The parameters defined for the 4 inlet culverts in FCA-CRT Scheldebroek in C1-C2-C3 alternatives ......................................................................................................................................................................... A7 Table 21 – The change of culvert node numbers of Vlassenbroek Zuid in C2 and C3 alternatives ................ A8 Table 22 – The parameters defined for the new culverts in Wal-Zwijn and Blankaart in C1 alternative ....... A8 Table 23 – The parameters defined for the new culverts in Wal-Zwijn in C2-C3 alternatives ........................ A9 Table 24 – The change of culvert node numbers in FCA-CRT Tielrodebroek in C1-C2-C3 alternatives ........ A10 Table 25 – The change of culvert node numbers in Bornem in C1 alternative ............................................. A10 Table 26 – The parameters defined for the new culverts in FCA-CRT Hingene Broekpolder in C2-C3 alternatives .................................................................................................................................................... A11 Table 27 – The parameters defined for the new culverts in FCA-CRT Spierbroekpolder in C2-C3 alternatives ....................................................................................................................................................................... A12
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List of figures Figure 1 – Overview of the extended grid in the Upper Sea Scheldt ................................................................ 5 Figure 2 – The new reference grid 2050REF_C with the combined bathymetric data ..................................... 6 Figure 3 – Comparison of bathymetry difference in Ringvaart ......................................................................... 7 Figure 4 – Comparison of bathymetry difference at km 4 – 4.4 ....................................................................... 8 Figure 5 – Comparison of bathymetry difference at km 5 in C1 alternative ..................................................... 8 Figure 6 – Comparison of bathymetry difference at km 5 in C2 alternative ..................................................... 9 Figure 7 – Comparison of bathymetry difference at km 5 in C3 alternative ..................................................... 9 Figure 8 – Comparison of bathymetry difference at km 6 in C2-C3 alternative ............................................. 10 Figure 9 – Comparison of bathymetry difference at km 8-9 ........................................................................... 11 Figure 10 – The actual bathymetry in the Telemac grid at km 8-9 in the C1-C2-C3 alternatives ................... 11 Figure 11 – Comparison of bathymetry difference at km 10-11 in C1 alternative.......................................... 12 Figure 12 – Comparison of bathymetry difference at km 10-11 in C2-C3 alternative .................................... 12 Figure 13 – Comparison of bathymetry difference at km 12 .......................................................................... 13 Figure 14 – Conceptual design of extension FCA WIjmeers ............................................................................ 13 Figure 15 – Comparison of bathymetry difference at km 15-17 in C1 alternative.......................................... 14 Figure 16 – The actual bathymetry in the Telemac grid at km 15-17 in the C1 alternative ............................ 14 Figure 17 – Comparison of bathymetry difference at km 15-17 in C2 alternative.......................................... 15 Figure 18 – The actual bathymetry in the Telemac grid at km 15-17 in the C2 alternative ............................ 15 Figure 19 – Comparison of bathymetry difference at km 15-17 in C3 alternative.......................................... 16 Figure 20 – Comparison of bathymetry between the 2050REF_C grid (left) and C3 grid (right) .................... 17 Figure 21 – The actual bathymetry in the Telemac grid at km 15-17 in the C3 alternative ............................ 17 Figure 22 – Comparison of bathymetry difference at km 23-27 in C2 alternative.......................................... 18 Figure 23 – The actual bathymetry in the Telemac grid at km 23-27 in the C2 alternative ............................ 19 Figure 24 – Comparison of bathymetry difference at km 23-27 in C3 alternative.......................................... 20 Figure 25 – The actual bathymetry in the Telemac grid at km 23-27 in the C3 alternative ............................ 20 Figure 26 – Comparison of bathymetry difference at km 30 in C1 alternative ............................................... 21 Figure 27 – Comparison of bathymetry difference at km 30 in C2 alternative ............................................... 21 Figure 28 – Comparison of bathymetry difference at km 30 in C3 alternative ............................................... 22 Figure 29 – Comparison of bathymetry difference at km 34 in C2-C3 alternative ......................................... 22 Figure 30 – Comparison of bathymetry difference at km 35-38 in C1 alternative.......................................... 24 Figure 31 – The actual bathymetry in the Telemac grid at km 35-38 in the C1 alternative ............................ 24 Figure 32 – Comparison of bathymetry difference at km 35-38 in C2 alternative.......................................... 25
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Figure 33 – The actual bathymetry in the Telemac grid at km 35-38 in the C2 alternative ............................ 25 Figure 34 – Comparison of bathymetry difference at km 35-38 in C3 alternative.......................................... 26 Figure 35 – The actual bathymetry in the Telemac grid at km 35-38 in the C3 alternative ............................ 26 Figure 36 – Comparison of bathymetry difference at km 48 in C1 alternative ............................................... 27 Figure 37 – Comparison of bathymetry difference at km 48 in C2 alternative ............................................... 28 Figure 38 – Comparison of bathymetry difference at km 48 in C3 alternative ............................................... 28 Figure 39 – The actual bathymetry in the Telemac grid at km 48 in the C3 alternative ................................. 29 Figure 40 – Comparison of bathymetry difference at km 53 .......................................................................... 30 Figure 41 – The actual bathymetry in the Telemac grid at km 53 in the C1-C2-C3 alternative ...................... 30 Figure 42 – Comparison of bathymetry difference at km 50-57 in C3 alternative.......................................... 31 Figure 43 – Comparison of bathymetry difference at km 57-64 in C1 alternative.......................................... 32 Figure 44– The actual bathymetry in the Telemac grid at km 56 in the C1 alternative .................................. 32 Figure 45 – Comparison of bathymetry difference at km 57-64 in C2 alternative......................................... 33 Figure 46 – The actual bathymetry in the Telemac grid at km 56 in the C2 alternative ................................. 33 Figure 47 – Comparison of bathymetry difference at km 57-64 in C3 alternative.......................................... 34 Figure 48 – The actual bathymetry in the Telemac grid at km 56 in the C3 alternative ................................. 34 Figure 49 – The Plan of the Groot Schoor prodived by De Vlaamse Waterweg ............................................. 35 Figure 50 – Overview of the locations of the culvert nodes in the 2050REF_C grid for the Upper Sea Scheldt ......................................................................................................................................................................... 36 Figure 51 – The location of the culver nodes in Melleham in the C1 alternative ........................................... 37 Figure 52 – The location of the culver nodes in Melleham in the C2 alternative ........................................... 38 Figure 53 – The location of the removed culver nodes in Melleham in the C3 alternative ............................ 39 Figure 54 – The location of the culver nodes in FCA Wijmeers in the C2 alternative ..................................... 40 Figure 55 – The location of the culver nodes in FCA Wijmeers in the C3 alternative ..................................... 41 Figure 56 – The location of the removed culver nodes in Bergenmeersen in C1 alternative ......................... 42 Figure 57 – The location of the removed culver nodes in Bergenmeersen and Paardeweide in the C3 alternative ....................................................................................................................................................... 43 Figure 58 – The location of the culver nodes in FCA-CRT Scheldebroek in the C alternatives ....................... 44 Figure 59 – The location of the culver nodes in FCA Vlassenbroek Zuid in the C2 and C3 alternatives ......... 45 Figure 60 – The location of the culver nodes in the FCA Wal-Zwijn and FCA Blankaart in the C1 alternative 47 Figure 61 – The location of the culver nodes in the FCA Wal-Zwijn and FCA Blankaart in the C2 alternative 49 Figure 62 – The location of the culver nodes in the FCA Wal-Zwijn and FCA Blankaart in the C3 alternative 50 Figure 63 – The location of the culvert nodes in FCA-CRT Tielrodebroek ....................................................... 51 Figure 64 – The location of the culvert nodes in Schouselbroek-Schellandpolder in the C1 alternative ...... 52 Figure 65 – The location of the culvert nodes in Schouselbroek-Schellandpolder in the C2 alternative ...... 53
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Integraal Plan Bovenzeeschelde - Sub report 13 – Implementation of C alternatives
1 Introduction The most important objective in the project ‘Integrated Plan for the Upper-Seascheldt’ is to prepare the estuary for undesired evolutions as a consequence of climate change, cumulative effects of past and ongoing interventions downstream of the project area, and securing resilience of estuary functions such as nature, safety and navigability (Vansteenkiste and Adams, 2020). For achieving this goal, a numerical model chain is developed as an effective instrument to study the system response to the changes. This requires that the numerical models not only have the capability of describing the current estuarine functioning, but also the extrapolability of predicting reasonable effects with the future scenarios. In the framework of the project ‘Integrated Plan for the Upper-Seascheldt’, a calibrated and validated 3D hydrodynamic - sediment transport model (the SCALDIS model) is developed with the TELEMAC modelling suite. The model adopts an unstructured high resolution grid and it covers the entire tidally influenced zone of the Scheldt estuary and the mouth area with a sufficient resolution in the upstream part, including the Upper Sea Scheldt and the other tributaries (Smolders et al., 2019). For aligning with the goal of the project, the hydrodynamic - sediment transport model is used to study future (2050) scenarios/alternatives of the Scheldt estuary. An evaluation framework is developed, taking hydrodynamic, ecological, morphological and nautical aspects into account to quantify the effects in the different modelled future situations (Ref 2050, B and C alternatives – see Table 1). Table 1 – Overview of studied estuarine situations (Vansteenkiste and Adams, 2020)
Current channel
2013
2050
Current situation
Current situation + decided policy (mainly Sigma-plan)
(ACT 2013) Future alternatives
n/a
(REF 2050) B and C alternatives
The effects of B alternatives is studied and reported in Bi et al. (2019). This report details the implementation of the C alternatives in the Scaldis model. The definition of the C alternatives has three variations, which have been described briefly in the memo ‘Towards the definition of C alternatives’ (IMDC, 2019) which has been discussed with international experts (EGIPUS) in a workshop 18th June 2019.
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2 Design principles of the C - alternatives Based on the expert knowledge of the estuary, the lessons learnt from the previous study of B alternatives, the following principles are considered in the design of the C alternatives, for achieving the sustainable development of the estuary (Vansteenkiste and Adams, 2020): •
Limiting flow speed;
•
Limiting tidal dynamics;
•
Stimulating primary production;
•
Limiting turbidity;
•
Extra tidal flats, marsh and FCA/CRT;
•
Improved water quality of the estuary;
•
Buffering of peak flows;
Moreover, it is advised to spread the measures and make them diversified according to different locations. Combining all these principles in the design, it is expected to a combination of measures that creates a more resilient system that is able to cope with expected and unknown changes in combination with an improved navigation channel aiming at nautical accessibility of ECMT class Va ships. To be more specific, the aim of designing the C alternatives is to tackle the bottlenecks caused by the B alternatives, and improve ecosystem functioning, creating better navigation conditions, safeguard (or even improve) the safety (against flooding) function, create habitat to provide better conditions for birds and fish. A gradual approach is taken in building up the C alternatives in order to fully understand the extent, to which measures of a certain scale respond. Generally, in the C alternatives, different focuses are put between the up and downstream section. For the upstream, it is important to improve the riverine and safety functions, while for the downstream, it becomes crucial to improve the estuarine functions. The three alternatives are developed with the following mindset (Vansteenkiste and Adams, 2020): •
C1 alternative: Tackle the most prominent nautical bottlenecks (Km 0 – Ringvaart, km 10 – Wetteren, km 15 till 17 – Hoogland and Uitbergen, Km 30 – Kasteeltje, km 40 – Kramp). Looking for opportunities in the river and redefining the Sigma plan to improve habitat and reduce increase in tidal amplitude (from climate change and due to nautical changes).
•
C2 alternative: Tackle also less prominent nautical bottlenecks and define additional measures for the most prominent bottlenecks. Include additional opportunities in the valley (depolderings, side channels) to improve habitat and reduce increase in tidal amplitude.
•
C3 alternative: Yet additional nautical measures for a limited number of locations (Uitbergen, Paardenweide, Kasteeltje) and additional measures (larger derpolderings, additional depoldering at Weert, undeepening at Temse) aiming at providing extra (climate) resilience while also improving habitat conditions.
All the C alternatives are designed based on the sustainable bathymetry for 2050 (IMDC, 2015). In general, there are three types of measures incorporated in the design: •
Adaptations to the navigation channel;
•
Adaptations to the channel bathymetry to allow for intertidal nature development;
•
Definition of additional areas in the valley (depoldering, CRT, FCA).
The overview of the implemented measures is presented in Table 2. 2
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Table 2 – Overview of all measures in the C alternatives
Distance to Merelbeke [km]
Overview measures C1
MHW
MLW
[m TAW]
[m TAW]
5.05
2.44
5.05
2.44
5.05
2.44
5.06
2.37
5.07
2.28
5.08
2.23
Depoldering
5.08
2.23
Additional FCA in the north
5.08
2.12
5.10
2.10
5.10
2.02
C2
C3
Ringvaart
0-3
Veerhoek
4
-
Melleham
5
Limited tidal interaction
Bommels
6
-
Voorde
8
Wetteren
10-11
DS Wetteren
11
FCA Wijmeers
13
-
Wijmeers (Hoogland)
14
Bend cut off (3 variants ) + intertidal nature+FCA
Uitbergen
16
Paardenweide (Wichelen)
18
-
-
Bend cut off+depoldering
5.10
1.95
Oude Broekmeer
23
-
Depoldering variant 1 + side channel
Depoldering variant 2 + side channel
5.17
1.63
Appels (Scheldebroek)
27
Improved navigation (cfr Chafing)
5.20
1.50
Scheldebroek
27
FCA Scheldebroek converted into FCA-CRT
5.20
1.50
5.20
1.50
5.27
1.24
Sint-Onolfspolder
Deepening and widening Widening + pull back of dyke CRT without FCA
Depoldering
Widening + pull back of dyke Bend modifications + intertidal nature
-
Improved navigation (cfr VaG) by installing sheet piles
Bend cut off + intertidal nature+depoldering (3 variants )
-
Depoldering variant 1 + side channel variant 1
Depoldering variant 1 + side channel variant 2
Bend smoothening + intertidal nature
Kasteeltje
30
Dender
32
-
Improved navigation by widening channel
5.3
1.12
Grembergen broek – Armenput
35-36
-
Depoldering
5.34
1.02
Waterleiding
37
5.38
0.91
Roggeman
38
5.40
0.85
Kockham (Kramp)
39
5.44
0.75
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Improved navigation (cfr Chafing) by widening channel -
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Overview measures
MHW
MLW
C3
[m TAW]
[m TAW]
FCA with CRT
FCA with CRT
5.50
0.59
FCA
Depoldering variant 1
Depoldering variant 2
5.55
0.40
-
-
Depoldering together with Blankaart
5.54
0.38
New connection with Durme + partly depoldering Tielrode Broek
5.52
0.31
Depoldering
5.52
0.31
Local undeepening + filling deep parts
5.46
0.15
Depoldering + new side channel
5.47
0.19
-
Depoldering + new side channel
5.47
0.16
-
Depoldering + new side channel
5.45
0.13
Distance to Merelbeke [km]
C1
C2
Wal-Zwijn
43
FCA
Blankaart
48
Akkershoofd
49
Tielrode Broek
53
Weert
50-57
Temse to Rupel
57-63
Schouselbroek
59
-
Schellandpolder
61
Oudbroekpolder
62
-
Local undeepening
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3 Methodology 3.1 Implementation of C alternatives 3.1.1
New reference grid
For implementing the three different C alternatives (C1, C2 and C3) in the SCALDIS model, a new reference grid is created based on the original 2050REF grid used in the B-alternatives (2050REF_B). This new reference grid, named 2050REF_C, is then used as the basis for implementing the C alternatives. The new reference grid is obtained by extending and refining the 2050REF_B mesh in the Upper Sea Scheldt in order to include the maximum outline of all C alternatives. For the rest of the domain except in the Ringvaart (a widened and deepend Ringvaart is applied to the 2050REF_C and all the C alternatives later), the grid remains unmodified, in order to allow the reuse of the boundary data. In the extended areas in the Upper Sea Scheldt, the finest grid resolution is about 7 m, and the coarsest resolution is about 50 m. The new reference grid is able to accommodate the adaptations of the navigation channel, the new development of intertidal nature and the additional de-embankments and FCAs (with and without CRT), which are considered in any of the C alternatives. Figure 1 – Overview of the extended grid in the Upper Sea Scheldt (the extended areas are indicated in grey)
3.1.2
New reference bathymetry
The sustainable bathymetry in the 2050REF_B grid with the deepening and widening of the Ringvaart is mapped to the new reference grid 2050REF_C (Figure 1), except for the newly extended areas (indicated in grey). First a nautical design channel was introduced in all C alternatives – to include all measures to improve navigation, with a bottom depth to match the design depth correlated to the deepening of the Ringvaart as outlined in the feasibility study (IMDC, 2013).
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For the extended areas, the background bathymetry without any modification from the C alternatives (provided by IMDC) is used as the data source. The background bathymetry does not contain any measure for 2050, it represents the current situation. The following table gives an overview of the areas with the background bathymetry data. Table 3 – The list of areas with the background bathymetry
Distance to Merelbeke [km]
Area
5
Melleham
12
Downstream Wetteren
13
Wijmeers (North)
23
Oude Broekmeer
27
Sint-Onolfspolder
35
Grembergen Broek
39
Roggeman
48
Blankaart-Akkershoofd
50-57
Depoldering Weert
59
Spierbroekpolder
60
Hingene Broekpolder
The final grid of 2050REF_C is shown in Figure 2. Figure 2 – The new reference grid 2050REF_C with the combined bathymetric data
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3.1.3
Adaptations of bathymetry
When incorporating the C alternatives, the new bathymetry from C1, C2 and C3 is mapped to the 2050REF_C grid, respectively. There are 3 main types of measures in the C alternatives, modification of navigation channels, creation of new side channels and additional depoldering and/or FCA areas. Those measures are implemented and result in three new grids for C1, C2 and C3. In order to check the implementation of the measures, a comparison is made. For each channel section, the map of bathymetry difference in the IMDC memo (Vansteenkiste and Adams, 2020) is compared with the bathymetric difference in Telemac. The bathymetry difference is calculated by subtracting the reference bathymetry in 2050REF_C grid from the bathymetry in the new grid after implementing the C alternatives. The kilometre mentioned in this section for each measure is expressed as the distance from the of the downstream head of the lock of Merelbeke. Km 0-4 : Deepening and widening of the Ringvaart (C1-C2-C3) This measure is present already in some of the B alternatives. It will lead to an improved tidal window for navigation, and will be implemented in all the three C alternatives and the reference 2050REF_C. Figure 3 – Comparison of bathymetry difference in Ringvaart (left: IMDC data, right: derived from Telemac grids)
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Km 4 – 4.4 : Veerhoek dikes more inland (widening profile) (C2-C3) The measure provides room for the development of tidal flats, but also to slightly widening the river profile (2 m to towards the left bank) to improve navigation conditions. This could also be considered as a small depoldering. This measure is only implemented in the C2 and C3-alternative since this location is no prominent nautical bottleneck. Figure 4 – Comparison of bathymetry difference at km 4 – 4.4 (left: IMDC data, right: derived from Telemac grids)
Km 5 : Extra depoldering Melleham A new (non–Sigma) area between the confluence of the Ringvaart/Upper Seascheldt and Bastenakkers is suggested for depoldering (Melleham - km 5). C1-alternative: one inlet structure to allow some exchange with the Scheldt – limited tidal action, no safety function, will be closed during high water (not to be included in the hydrodynamic simulation) + connection with lower area in the west. This measure mainly aims to be a stepping stone for nature development. Figure 5 – Comparison of bathymetry difference at km 5 in C1 alternative (left: IMDC data, right: derived from Telemac grids)
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C2-alternative: C1-alternative + excavation of area in the east (till 4 m TAW) until trees are reached (CRT without FCA). (Maintain trees as a measure against midges). Inlet structure to be further defined by Flanders Hydraulics. Figure 6 – Comparison of bathymetry difference at km 5 in C2 alternative (left: IMDC data, right: derived from Telemac grids)
C3-alternative: C2-alternative + excavation to a level of 4 m TAW for the higher area in the east (depoldering). Figure 7 – Comparison of bathymetry difference at km 5 in C3 alternative (left: IMDC data, right: derived from Telemac grids)
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Km 6 : Bommels dikes more inland (widening profile) (C2-C3) The measure provides room for the development of tidal flats, but also to slightly widening the river profile (2m towards the left bank) to improve navigation conditions. This measure is only implemented in the C2 and C3-alternative since this is not considered as a prominent nautical bottleneck. Figure 8 – Comparison of bathymetry difference at km 6 in C2-C3 alternative (left: IMDC data, right: derived from Telemac grids)
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Km 8-9: Nautical bottleneck Voorde (C1-C2-C3) The navigation profile is shifted towards the right bank and the slopes are altered to allow for intertidal nature development on left (tidal marshes) and right bank (tidal flats) according to the principles stated in section 4.1. This measure is implemented in all alternatives. Figure 9 – Comparison of bathymetry difference at km 8-9 (left: IMDC data, right: derived from Telemac grids)
Figure 10 – The actual bathymetry in the Telemac grid at km 8-9 in the C1-C2-C3 alternatives
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Km 10-11: Nautical bottleneck Wetteren (C1-C2-C3) In the C1 alternative the jetty will be removed to improve nautical conditions. This has no impact on the bathymetry since the jetty is not represented in the bathymetry. Figure 11 – Comparison of bathymetry difference at km 10-11 in C1 alternative (left: IMDC data, right: derived from Telemac grids)
In the C2 and C3 alternatives, sheet piles are used on the left bank and right bank to improve the nautical conditions. Figure 12 – Comparison of bathymetry difference at km 10-11 in C2-C3 alternative (left: IMDC data, right: derived from Telemac grids)
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Km 12 : Depoldering area downstream of Wetteren (C1-C2-C3) - Kastenmeersen Part of the ‘Kalkense Meersen Wetland’ as defined in the Sigma plan is redefined as depoldered area (ca 38 ha). This will act as a new stepping stone for the higher trophic levels. The delineation of this area is an altered version of the delineation in the Sigma plan. The eastern dyke of this depoldered area is defined in such a way that the existing connection between the Scheldt and the unclassified watercourse is maintained. Figure 13 – Comparison of bathymetry difference at km 12 (left: IMDC data, right: derived from Telemac grids)
Km 13 : FCA Wijmeers (C2-C3) Connect FCA Wijmeers to a more northerly FCA (lower frequency FCA) in the Kalkense Meersen Wetland. Based upon topography, nature goals and flow direction a proposal of an extension of FCA Wijmeers is made by ANB. The Bellebeek gets partly a new trajectory in this alternative. This measure is implemented in the C2 and C3 alternative. Figure 14 – Conceptual design of extension FCA WIjmeers (pink : existing dikes – orange : new dikes – dark blue : new trajectory Bellebeek, source: communication with ANB)
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Km 15-17 : Channel cut off at Hoogland – Uitbergen - Paardenweide (C1-C2-C3) C1-alternative : In Hoogland the new channel will remain in the already depoldered area, and follow closely the planned side channel constructed in the IMMERSE project. The designed bathymetry from the IMMERSE project is made available through De Vlaamse Waterweg. The old channel will be filled up and used for intertidal nature development. The Uitbergen bend will be smoothened by a new channel in the Bergenmeersen FCA-CRT area. The latter will be completely depoldered (40 ha), safety against flooding function compensation through the new FCA in Kalkense Meersen (175 ha). The main channel is filled to MLW-0.5 m. No change for the channel at Paardeweide. Figure 15 – Comparison of bathymetry difference at km 15-17 in C1 alternative (left: IMDC data, right: derived from Telemac grids)
Figure 16 – The actual bathymetry in the Telemac grid at km 15-17 in the C1 alternative
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C2-alternative: In Hoogland the new channel will be placed south of the current northern dyke of the Wijmeers depoldered area. The old channel is used for intertidal nature development, the section is drawn from the channel at -0.5m MLW to MHW with a slope of 3 to 5%. The Uitbergen bend will be smoothened by a new channel in the Bergenmeersen FCA-CRT area (following the old meander). The existing channel will remain, but filled to 0.5 m below MLW. The FCA-CRT will be completely depoldered (40 ha), safety against flooding function compensation through the new FCA in Kalkense Meersen (175 ha). No change for the channel at Paardeweide. Figure 17 – Comparison of bathymetry difference at km 15-17 in C2 alternative (left: IMDC data, right: derived from Telemac grids)
Figure 18 – The actual bathymetry in the Telemac grid at km 15-17 in the C2 alternative
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C3-alternative: In Hoogland the new channel will cut through the Wijmeers FCA and depoldered area. The old channel is filled up to 0.5 below MLW. The existing dyke in the Wijmeers FCA is lowered to the surrounding ground level ( 4.15 m TAW). Due to this measure it is necessary to implement a new overflow dyke that makes connection to the new FCA north of Wijmeers. A ring dyke is created north of the new channel. The Uitbergen bend will be further smoothened by a new channel in the Bergenmeersen FCA-CRT area (south of the old meander). The existing channel will remain, but filled to 0.5 m below MLW. The FCA-CRT will be completely depoldered (40 ha), safety against flooding function compensation through the new FCA in Kalkense Meersen (175 ha). An new navigation channel will be created at Paardeweide. The existing channel will remain, but filled up to 0.5 m below MLW. The Sigma FCA surrounding this measure is depoldered. Safety is compensated by the extension of the Wijmeers FCA into the Kalkense Meersen. Figure 19 – Comparison of bathymetry difference at km 15-17 in C3 alternative (left: IMDC data, right: derived from Telemac grids)
As seen in Figure 19, the main discrepancy between the left and right figures is located in the tidal flat between the main channel and side channel in Hoogland, roughly from km 15 – 16.5. The reason is that, in the 2050REF_C grid, the bathymetry of the 2050REF_B grid is applied in the area. When implementing the C3 alternative, the channel modifications are applied exactly as designed. However, with the new channel cuting through the FCA Wijmeers, the old dike is supposed to be removed in the C3 alternative. The old dike was wider in the 2050REF_C grid, resulting in a wider “purple” band in the right figure after removing it. This can be clearly seen in Figure 20.
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Figure 20 – Comparison of bathymetry between the 2050REF_C grid (left) and C3 grid (right)
Figure 21 – The actual bathymetry in the Telemac grid at km 15-17 in the C3 alternative
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Km 23-27 : Oude Broekmeer - Scheldebroek – Sint-Onolfspolder (C1-C2-C3) Depoldering and side channel Oude Broekmeer : C2 – C3 : two variants in depoldered area. Side channel same for the two alternatives. The tidal marsh between km 25 and 26 on the left bank is not altered in the C alternatives. • FCA Scheldebroek converted into FCA with CRT : C1 – C2- C3 • Depoldering and side channel Sint-Onolfspolder: C2-C3 : two variants in depoldered area and side channel. The depoldering and side channel in Oude Broekmeer (km 23-27) are larger in C3 than in C2. The side channels have a bottom level of 0.5 m below average low water and a slope of 4.5%. Scheldebroek FCA (km 27) converted into FCA with CRT, as a next stepping stone for nature. The design parameters for the inlet and outlet structures need to be defined by Flanders Hydraulics. Nautical conditions are improved by smoothening the bend at Scheldebroek (Appels-km 27) in all alternatives as in the Chafing B alternative. The depoldering and side channel in Sint-Onolfspolder (km 27-30) are larger in C3 than in C2. The side channels have a bottom level of 0.5 m below average low water and a slope of 4.5%. In the C3 alternative the downstream part of the new side channel is connected with tht bend at Kasteeltje (km 30). •
No bathymetry changes in C1. C2 alternative Figure 22 – Comparison of bathymetry difference at km 23-27 in C2 alternative (left: IMDC data, right: derived from Telemac grids)
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Figure 23 – The actual bathymetry in the Telemac grid at km 23-27 in the C2 alternative
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C3 alternative Figure 24 – Comparison of bathymetry difference at km 23-27 in C3 alternative (left: IMDC data, right: derived from Telemac grids)
Figure 25 – The actual bathymetry in the Telemac grid at km 23-27 in the C3 alternative
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Km 30 : Kasteeltje (C1-C2-C3) The bend at Kasteeltje (km 30) is widened in a gradual approach. At the same time, conditions for development of tidal marshes and flats are created. C1- alternative: Chafing principle; Figure 26 – Comparison of bathymetry difference at km 30 in C1 alternative (left: IMDC data, right: derived from Telemac grids)
C2-alternative: Straightening; Figure 27 – Comparison of bathymetry difference at km 30 in C2 alternative (left: IMDC data, right: derived from Telemac grids)
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C3-alternative: More extreme straightening (VaG alternative with adaptations for intertidal nature development). Figure 28 – Comparison of bathymetry difference at km 30 in C3 alternative (left: IMDC data, right: derived from Telemac grids)
Km 34: Straightening bend Dender and maintaining marsh (C2-C3) The bend in the Upper Sea Scheldt at km 32 (in front of the Dender lock, bend) is straightened (implying cutting through industrial zone), using sheet piles on the left bank for C2 and C3. Upstream on the right bank the existing marsh is maintained. Figure 29 – Comparison of bathymetry difference at km 34 in C2-C3 alternative (left: IMDC data, right: derived from Telemac grids)
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Km 35-38 : Grembergen Broek + Armenput + Waterleiding + Roggeman (C1 – C2 – C3) Two new depoldered areas from C2 alternative onwards : Grembergen Broek (km 35) with a total area 52 ha of and Armenput (km 36-37) with a total area of 47 ha. These are considered necessary to compensate for the applied bend straightening in these alternatives and contribute to the general goal of reducing the tidal amplitude. It is not included in the C1 alternative because the focus in the C1 alternative is mainly on possibilities within the main channel. The implementation of the two depoldered areas is the same for the C2 and C3 alternative. For the bend at Waterleiding (km 37-38) a bend smoothening is suggested for all alternatives (same in all three alternatives) . This is done since Waterleiding is considered as an prominent nautical bottleneck. This part of the bathymetry is taken from the Chafing alternative. An additional undeepening is applied so that the cross sectional area is maintained (see Figure 4 48). For the Roggeman (km 38) a gradual set of measures is proposed : • • •
C1-alternative: no measure defined C2-alternative: depoldering of Roggeman with dykes more south, connecting smoothly to the existing dykes. C3-alternative: depoldering of Roggeman with dykes more north, connecting smoothly to the existing dykes.
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C1 alternative Figure 30 – Comparison of bathymetry difference at km 35-38 in C1 alternative (left: IMDC data, right: derived from Telemac grids)
Figure 31 – The actual bathymetry in the Telemac grid at km 35-38 in the C1 alternative
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C2 alternative Figure 32 – Comparison of bathymetry difference at km 35-38 in C2 alternative (left: IMDC data, right: derived from Telemac grids)
Figure 33 – The actual bathymetry in the Telemac grid at km 35-38 in the C2 alternative
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C3 alternative Figure 34 – Comparison of bathymetry difference at km 35-38 in C3 alternative (left: IMDC data, right: derived from Telemac grids)
Figure 35 – The actual bathymetry in the Telemac grid at km 35-38 in the C3 alternative
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Km 40: Kramp (C1-C2-C3) Two variants of the bend straightening at km 40 (Kramp) are defined. In the C1 alternative a milder straightening is included when compared to the variant in the C2-C3 alternative. Based upon the experience from the B alternatives, it is known that this measure has a significant impact on the tidal amplitude. Depoldering and other measures are necessary to compensate for this straightening. The main channel that is no longer used for navigation is filled up to a level of GHW – 1. For the C1 alternative, the bend straightening is combined with a slope of 3-5 % in the inner bend to allow for the development of intertidal nature. For the C2 and C3 alternative, a slope between 3-5 % on the right bank is implemented. Comparison of bathymetry can be seen above.
Km 48 : Blankaart-Akkershoofd (C1-C2-C3) For the Blankaart (km 48) and Akkershoofd (km 49-51) a gradual set of measures is proposed that reflect a larger effect on reducing the tidal amplitude: C1-alternative: FCA Blankaart in combination with Wal-Zwijn (no dyke in between). Connection with the FCA by lower dyke level to 6.7 m TAW. This is similar to the dyke levels in Wal-Zwijn, which is present in 2050REF_C and all the three C alternatives. Figure 36 – Comparison of bathymetry difference at km 48 in C1 alternative (left: IMDC data, right: derived from Telemac grids)
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C2-alternative: depoldering Blankaart. Wal-Zwijn as CRT (with dyke in between both). In and outlet structures of the CRT to be defined by Flanders Hydraulics. Figure 37 – Comparison of bathymetry difference at km 48 in C2 alternative (left: IMDC data, right: derived from Telemac grids)
C3-alternative: depoldering Blankaart and Akkershoofd with a new side channel. Wal-Zwijn as CRT. In and outlet structures to be defined by Flanders Hydraulics. Figure 38 – Comparison of bathymetry difference at km 48 in C3 alternative (left: IMDC data, right: derived from Telemac grids)
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Figure 39 – The actual bathymetry in the Telemac grid at km 48 in the C3 alternative
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Km 53: New connection with Durme (C1-C2-C3) Secondary branch to Durme (km 53) in combination with depoldering southern section of FCA-CRT area Tielrode broek (loss in safety compensated by Blankaert – km 48) – aiming at improving dynamics at river mouth and reducing siltation rate. With this operation ca 6 ha of the original FCA/CRT area is converted into the side channel. Ca fifteen ha of the FCA-CRT is converted to depoldered area. The total depoldered area is 27 ha. The northern part of this area keeps the original function as FCA/CRT. The bed level in the FCA-CRT zone is 2.76 mTAW in the ACT2013 simulation. Estimated level of FCA-CRT in 2050 is 3 mTAW. Connection with the Tielrode Broek FCA-CRT is suggested to keep the same implementation as in the 2050 reference situation (2 culverts with bottom level 4.2 m TAW, length 18 m, 3 3 m wide, 2.2 m high, weir height 0.2 m, trash screen present). This measure is implemented in all C-alternatives. The overflow dyke is at 6.6 mTAW. Figure 40 – Comparison of bathymetry difference at km 53 (left: IMDC data, right: derived from Telemac grids)
Figure 41 – The actual bathymetry in the Telemac grid at km 53 in the C1-C2-C3 alternative
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Km 50- 57 : Depoldering Weert: C3 Looking for depoldering an area of ca 500 ha, try to find a relation with the existing meander and limit the number of house to expropriate. This measure is only implemented in the C3-alternative since in the C3 alternative the maximum potential of the valley is investigated to reduce the tidal amplitude. The connection between the depoldered area is made at three locations. For the southern depoldered area two connections are foreseen: one with a length of 300m and one with a length of 1 km. For the northern depoldered area only one connection is foreseen over a length of ca 400 m. Figure 42 – Comparison of bathymetry difference at km 50-57 in C3 alternative (left: IMDC data, right: derived from Telemac grids)
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km 57 – km 64: Bornem (Temse to mouth Rupel) (C1-C2-C3) C1-alternative: Local undeepening (cfr Baasrode pilot) at 5 locations between km 56 and 65 to a level not higher than 0.5 m below MLW, in order to preserve the valuable tidal flats of this area. Figure 43 – Comparison of bathymetry difference at km 57-64 in C1 alternative (left: IMDC data, right: derived from Telemac grids)
Figure 44– The actual bathymetry in the Telemac grid at km 56 in the C1 alternative
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C2-alternative: In addition to the C1 alternative, two new side channels: one through Schouselbroek and one through Schelland/Oudbroekpolder are defined. To compensate for the loss of Sigma areas with safety function, the reserve areas Spierbroekpolder and Hingene Broekpolder are activated as a FCA with CRT, in order to maximise the surface of estuarine nature. The new side channels have a bottom width of 30 m, top width is 100 m. Bottom level is considered to be 0.5 m below average low water and thus -0.35 m TAW. Slope of the side channel is ca 0.045 m/m to get an even slope towards the ground level of 1.1 m TAW. Figure 45 – Comparison of bathymetry difference at km 57-64 in C2 alternative (left: IMDC data, right: derived from Telemac grids)
Figure 46 – The actual bathymetry in the Telemac grid at km 56 in the C2 alternative
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C3-alternative: same as C2, but with an extra undeepening to a level of -5.3 m TAW in the main channel. These measures assume that current bathymetry is still not in equilibrium after sand exploitation in the past, hence it is expected that deposition of sand will largely remain in place. Figure 47 – Comparison of bathymetry difference at km 57-64 in C3 alternative (left: IMDC data, right: derived from Telemac grids)
Figure 48 – The actual bathymetry in the Telemac grid at km 56 in the C3 alternative
These measures assume that current bathymetry is still not in equilibrium after sand exploitation in the past, hence it is expected that deposition of sand will largely remain in place.
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km 59: Groot Schoor The Groot Schoor will have a new structure according to the plan of De Vlaamse Waterweg. In the current model (2050REF_C and C1-C2-C3 alternatives), however, the additional structure stretching from east dike to the middle of the depoldering area is not present. Instead, the Groot Schoor in the model is a depoldering area with relatively flat bottom surrounding by the dike. Figure 49 – The Plan of the Groot Schoor prodived by De Vlaamse Waterweg (left) and the bathymetry used in the model (right)
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3.1.4
Adaptations of FCA/FCA-CRT
The FCAs/FCA-CRTs were implemented in the previous 2050REF_B grid, using the culvert functionality in TELAMC modelling suite (Smolders et al. 2015). The inlets and outlets of the structures are defined as pairs of nodes, connecting the FCAs/FCA-CRTs with the main channel. Water is allowed to move through the culvert nodes, and the discharge at the inlets and outlets are computed according to the characteristics of the structure and the water level difference. In the previous 2050REF_B grid, there are 252 culvert nodes in total. Due to the change of the reference grid from 2050REF_B to 2050REF_C, the numbering of the nodes has changed as well. In the Scaldis model, the culvert node numbers have to be provided in an input file. In order to define the culvert nodes correctly in the new reference grid 2050REF_C, the following steps are taken: 1. Use the culvert node numbers in the 2050REF_B grid to find their corresponding coordinates; 2. With the coordinates of each culvert node, search its nearest point in the new reference grid 2050REF_C; 3. The new node numbers in the 2050REF_C grid is put in to the culvert node list. The overview of the locations of the culvert nodes in the 2050REF_C grid can be found in Figure 50. Figure 50 – Overview of the locations of the culvert nodes in the 2050REF_C grid for the Upper Sea Scheldt
Due to the new measures present in the C alternatives, the implementations of the FCAs/FCA-CRTs have to be adapted in the C alternative grids, namely 2050_C1, 2050_C2 and 2050_C3. This means some of the culverts will be removed, relocated and new culverts will be added, depending on the locations. There are 21 main parameters that have to be defined for each culvert in Telemac-3D. The overview of the parameters and their meanings are shown in Appendix I. For simplicity, only the key characteristics of the new culverts will be mentioned in the following sections, the technical parameters used in the modelling will be put in Appendix II.
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Km 5: Extra depoldering Melleham A new (non–Sigma) area between the confluence of the Ringvaart/Upper Seascheldt and Bastenakkers is suggested to include in the C alternatives in three variants to allow for nature development. C1 alternative In the C1 alternative, one inlet structure to allow some exchange with the Scheldt – limited tidal action, no safety function, will be closed during high water (not to be included in the hydrodynamic simulation) + connection with lower area in the west. This measure mainly aims to be a stepping stone for nature development. In the 2050_C1 grid, one culvert is added as the inlet structure for allowing water exchange between the main channel and the depoldering area Melleham. The definition of the new culvert is shown in Table 4, and the location of the culvert nodes in Figure 51. It is worth noting it has different implementation compared to the 1D model. In 1D model, the measure in C1 is not implemented. Table 4 – Definition of the new culvert in Melleham (C1 alternative)
Type of culvert Number of culvert Ground level (mTAW) Length (m) Width (m) Height (m) Inlet
1
4.4
20
3
2.2
Figure 51 – The location of the culver nodes in Melleham in the C1 alternative (black square: new inlet culvert)
The parameters chosen for modelling this inlet structure in Telemac-3D are shown in Table 15.
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C2 alternative Measures of C1 alternative with and additional excavation of area in the east (till 4 m TAW) until trees are reached (CRT without FCA). A sigma dyke is foreseen at the border of the area. The trees are maintained as a measure against midges. New culverts consisting of 2 inlets and 2 outlets will be implemented in the area (Figure 52). Figure 52 – The location of the culver nodes in Melleham in the C2 alternative (black square: new culverts)
The new inlets and outlets for this area are proposed and listed in Table 16Table 5. Table 5 – Definition of the new culvert in Melleham (C2 alternative)
Type of culvert Number of culvert Ground level (mTAW) Length (m) Width (m) Height (m) Inlet
2
4.4
20
3
2.2
Outlet
2
2.5
20
3
2.2
The parameters for the proposed new culverts are listed in.
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C3 alternative Measures of C2 alternative with an additional excavation to a level of 4 m TAW for the higher area in the east. The current dyke at this location is also lowered to 4 m TAW and a new safety dyke around the area is created. Figure 53 – The location of the removed culver nodes in Melleham in the C3 alternative (red square: the culverts in the C2 alternative, will be removed in the C3 alternative)
The culverts predefined in the C2 alternative are removed since this area will become depoldering area after removing the dike. Km 13 : FCA Wijmeers Connect FCA Wijmeers to a more northerly FCA (lower frequency FCA) in the Kalkense Meersen Wetland. Based upon topography, nature goals and flow direction a proposal of an extension of FCA Wijmeers is made by ANB. This measure is implemented in both the C2 and C3 alternatives. An overflow dike is proposed with crest level at 3.8 mTAW between the southern part and the northern part of the FCA Wijmeers. However, the bathymetry in this region is above the proposed level of dike. Hence, the dike is not implemented for now. In the 2050REF_B, the FCA Wijmeers has 12 outlet culverts with bottom elevation at 2.75 mTAW implemented, 6 on the west side and 6 on the east side. The same configuration of the culverts are kept in the 2050REF_C. C1 alternative No new measure defined in the C1 alternative. The same configuration of the culverts in 2050REF_C is used in C1. Final version
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C2 alternative Figure 54 – The location of the culver nodes in FCA Wijmeers in the C2 alternative (black square: outlet culverts)
In the 2050REF_C and 2050_C1 grids, the outlet structure is defined with 12 culverts at 2.75 mTAW. The same culverts applied in C1 alternative will be implemented in the C2 alternatives. Note this is different from the implementation in the 1D model, in which 8 outlet culverts are implemented. It is not expected that this will influence the results
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C3 alternative In the C3 alternative, the existing dyke in the FCA Wijmeers is lowered to the surrounding ground level because of the new channel cutting through the FCA Wijmeers and depoldered area. Due to this new measure, the culverts on the east side will be relocated to the west, placed together with the existed culverts there. Figure 55 – The location of the culver nodes in FCA Wijmeers in the C3 alternative (black square: new location of the outlet culverts, red square: original location of the outlet culverts)
The parameters of the culverts will remain the same but the culvert node numbers will be changed, as shown in Table 17
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Km 15-17: Channel cut off at Hoogland – Uitbergen - Paardenweide C1 alternatives In C1 alternative, the Uitbergen bend will be further smoothened by a new channel in the Bergenmeersen FCA-CRT area (south of the old meander). The existing channel will remain, but filled to 0.5 m below MLW. The FCA-CRT will be completely depoldered (40 ha). Safety against flooding function is compensated through the new FCA in Kalkense Meersen (Km 13) (175 ha). Because of this new measure, the culverts in this areas will be removed, converting it into the depoldering area. Figure 56 – The location of the removed culver nodes in Bergenmeersen in C1 alternative (red square: culvert nodes in the 2050REF_C grid, all of them are removed in the C alternatives)
The removed culvert node numbers are listed in Table 18. C2 alternatives The new measures are the same as in the C1 alternative.
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C3 alternative In the C3 alternative, the Uitbergen bend will be further smoothened by a new channel in the Bergenmeersen FCA-CRT area (south of the old meander). The existing channel will remain, but filled to 0.5 m below MLW. The FCA-CRT will be completely depoldered (40 ha). Safety against flooding function is compensated through the new FCA in Kalkense Meersen (175 ha). The principles for designing C alternatives are followed (tidal flat development at inner bend, tidal marsh at outer bend). An new navigation channel will be created at Paardeweide. The existing channel will remain, but filled up to 0.5 m below MLW. The Sigma FCA surrounding this measure is depoldered. Safety is compensated by the extension of the Wijmeers FCA into the Kalkense Meersen (see earlier). Therefore, in addition to the removed culverts in the C2 alternative, the culverts in the further downstream in Paardeweide are also removed (Table 19). Figure 57 – The location of the removed culver nodes in Bergenmeersen and Paardeweide in the C3 alternative (red square: culvert nodes in the 2050REF_C grid, all of them are removed in the C alternatives)
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Km 27: FCA-CRT Scheldebroek C1 alternative In the C1 alternative, the FCA Scheldebroek is converted into FCA with CRT, as a next stepping stone for nature. The outlet culverts remain the same as defined in the 2050REF_C grid. In addition, there are 4 inlet culverts (with bottom level 4.4 mTAW, length 20 m, 3.0 m wide, 2.2 m high) added next to the existed 2 outlet culverts for introducing the CRT function. The proposed definition of new culverts is given in Table 6. Table 6 – Definition of the new inlet culverts in Scheldebroek (C1 alternative)
Type of culvert Number of culvert Ground level (mTAW) Length (m) Width (m) Height (m) Inlet
4
4.4
20
3
2.2
The location of the new inlet culverts is shown in Figure 58. Figure 58 – The location of the culver nodes in FCA-CRT Scheldebroek in the C alternatives (red square: existed outlet culverts, black square: newly added inlet culverts in the C alternatives)
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C2 alternative The same measure from the C1 alternative is implemented. The same new inlet structures are implemented. C3 alternative The same measure from the C1 alternative is implemented. The same new inlet structures are implemented.
Km 40: Kramp Two variants of the bend straightening at km 40 (Kramp) are defined. C1 alternative In the C1 alternative a milder straightening is applied to the navigation channel when compared to the variant in the C2-C3 alternative. This measure does not affect the existing culvert nodes. C2 alternative In the C2 alternative, the locations of culvert nodes in the FCA Vlassenbroek Zuid are modified due to the straightening of the main channel, while they are not affected in the C1 alternative. To be more specific, the configuration of the culverts are not changed, only the last three nodes to the south are moved to the deeper area. Figure 59 – The location of the culver nodes in FCA Vlassenbroek Zuid in the C2 and C3 alternatives (red square: original culverts, black square: new locations of the culverts in the C alternatives)
C3 alternative The same measure from C2 alternative is implemented. The same changes of the culvert node locations are applied. Final version
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Km 48 : Blankaart-Akkershoofd C1 alternative In the C1 alternative, the FCA will be extended. The FCA Wal-Zwijn will be converted into FCA-CRT and Blankaart will be converted into FCA and combined with the FCA-CRT Wal-Zwijn. There is no dike between FCA Wal-Zwijn and FCA Blankaart. The FCA Blankaart will be connected with the main channel with an overflow dyke with crest level at 6.7 mTAW. The new measures in the C1 alternative requires additional culvert structures. To be more specific, there are 3 new inlet culverts added in Wal alongside the existing 6 outlet culverts (Table 7), 4 new inlet culverts added in Zwijn alongside the existing 6 outlet culverts (Table 8), and 3 new outlet culverts added in the FCA Blankaart (Table 9). The locations of the new culverts are shown in Figure 60. Table 7 – Definition of the new inlet culverts in Wal in C1 alternative
Type of culvert Number of culvert Ground level (mTAW) Length (m) Width (m) Height (m) Inlet
1
4.3
20
3
1.8
Inlet
1
4.5
20
3
1.5
Inlet
1
4.6
20
3
1.4
Table 8 – Definition of the new inlet culverts in Zwijn in C1 alternative
Type of culvert Number of culvert Ground level (mTAW) Length (m) Width (m) Height (m) Inlet
4
4.3
20
3
1.8
Table 9 – Definition of the new outlet culverts in Blankaart in C1 alternative
Type of culvert Number of culvert Ground level (mTAW) Length (m) Width (m) Height (m) Outlet
46
3
1.5
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3
2.2
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Integraal Plan Bovenzeeschelde - Sub report 13 – Implementation of C alternatives
Figure 60 – The location of the culver nodes in the FCA Wal-Zwijn and FCA Blankaart in the C1 alternative (black square: inlet and outlet culverts)
The parameters of the new culverts used in the Telemac-3D model are listed in Table 22.
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C2 alternative The FCA Wal-Zwijn in the C2 alternative will be converted into FCA-CRT. The Blankaart will be a depoldering area, and this area will be separated from the FCA-CRT Wal-Zwijn with a dike at 8 mTAW. For adapting to the new measures in the C2 alternatives, there are 3 new inlet culverts added in Wal alongside the existing 6 outlet culverts (Table 10) and 4 new inlet culverts added in Zwijn alongside the existing 6 outlet culverts (Table 11). Although the number of the new culverts are the same as in the C1 alternative, but they have slightly different configurations. The locations of the new culverts are shown in Figure 61. Table 10 – Definition of the new inlet culverts in Wal in C2 alternative
Type of culvert Number of culvert Ground level (mTAW) Length (m) Width (m) Height (m) Inlet
1
4.3
20
3
1.8
Inlet
1
4.5
20
3
1.5
Inlet
1
4.6
20
3
1.4
Table 11 – Definition of the new inlet culverts in Zwijn in C2 alternative
Type of culvert Number of culvert Ground level (mTAW) Length (m) Width (m) Height (m)
48
Inlet
1
4.3
20
3
1.8
Inlet
2
4.6
20
3
1.4
Inlet
1
4.8
20
3
1.2
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Integraal Plan Bovenzeeschelde - Sub report 13 – Implementation of C alternatives
Figure 61 – The location of the culver nodes in the FCA Wal-Zwijn and FCA Blankaart in the C2 alternative (black square: inlet outlet culverts)
The parameters of the new culverts are defined in Table 23.
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C3 alternative In the C3 alternative, the FCA Wal-Zwijn will be converted into FCA-CRT. Blankaart and Akkershoofd will be combined and become a larger depoldering area, in which a new side channel will be constructed. Figure 62 – The location of the culver nodes in the FCA Wal-Zwijn and FCA Blankaart in the C3 alternative (black square: inlet outlet culverts)
Although the new measures in the C3 alternative includes extending the depoldering area, it does not require further adaptions of the culverts. The same new culverts proposed in the C2 alternative will also be implemented here.
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Km 53: New connection with Durme C1 alternative In the C1 alternative, a secondary branch to Durme in combination with depoldering southern section of FCA-CRT area Tielrode broek is created. The loss in safety will be compensated by the measures in Blankaart at km 48. With this operation ca 6 ha of the original FCA-CRT area is converted into the side channel. Ca 15 ha of the FCA-CRT is converted to depoldered area (south of the new side channel). The total depoldered area is 27 ha. The part north of the side channel of this area keeps the original function as FCA-CRT. An overflow dyke (6.6 m TAW) is foreseen in the design of the new side channel. Due to the new measures in the C1 alternative, the existing culverts defined in the 2050REF_C grid are moved to new location but their configurations are kept the same (Table 24). The new locations of the culverts are moved northeast of the previous locations as indicated in Figure 63. Figure 63 – The location of the culvert nodes in FCA-CRT Tielrodebroek (red square: culvert locations in the 2050REF_C grid, black square: new culvert locations in the C1 alternative)
C2 alternative The same measures from the C1 alternative are implemented. The existing culverts are moved to the same locations as in the C1 alternative. C3 alternative The same measures from the C1 alternative are implemented. The existing culverts are moved to the same locations as in the C1 alternative.
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Km 57-64: Bornem Since the bend straightening is already included in the C1 alternative, a measure between Temse and the mouth of the Rupel is already defined in the C1 alternative. Extended measures are implemented for the C2 (side channel) and C3 alternative (side channel + additional undeepening) since the bend straightening at km 40 (Kramp) in these alternatives is expected to result in a larger increase in tidal amplitude. C1 alternative Local undeepening (cfr Baasrode pilot) at 5 locations between km 56 and 65 to a level not higher than 0.5 m below MLW, in order to preserve the valuable tidal flats of this area. Due to undeepening in the main channel, the locations of the culvert nodes in the riverside have to be changed. They are shifted towards relatively deeper area (Figure 64). The new node numbers are given in Table 25. Figure 64 – The location of the culvert nodes in Schouselbroek-Schellandpolder in the C1 alternative (red square: riverside culvert nodes in the 2050REF_C grid, black square: shifted riverside culvert nodes in 2050_C1)
C2 alternative In addition to the C1 alternative, two new side channels: one through Schouselbroek and one through Schelland/Oudbroekpolder are defined. To compensate for the loss of Sigma areas with safety function, the reserve areas Spierbroekpolder and Hingene Broekpolder are activated as a FCA with CRT, in order to maximise the surface of estuarine nature. Schellandpolder, Oudbroekpolder and Schouselbroek converted into depoldered area. The original culverts in this area are removed in the C2 alternative, and the following configurations of the new culverts is proposed: Table 12 – Definition of the new inlet culverts in Hingenebroekpolder in C2 alternative
Type of culvert Number of culvert Ground level (mTAW) Length (m) Width (m) Height (m)
52
Inlet
1
4.45
20
3
2.2
Inlet
3
4.6
20
3
2.2
Outlet
4
0.5
20
3
2.2
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Table 13 – Definition of the new inlet culverts in Spierbroekpolder in C2 alternative
Type of culvert Number of culvert Ground level (mTAW) Length (m) Width (m) Height (m) Inlet
1
4.45
20
3
2.2
Inlet
4
4.6
20
3
2.2
Outlet
5
0.5
20
3
2.2
The parameters of the new culverts are defined in Table 26 and Table 27. The location of the new culverts is shown in Figure 65. Figure 65 – The location of the culvert nodes in Schouselbroek-Schellandpolder in the C2 alternative (black square: The new culvert nodes in 2050_C2)
C3 alternative Same as C2, but with an extra undeepening to a level of -5.3 m TAW in the main channel. Reserve areas Spierbroekpolder and Hingene Broekpolder are activated as a FCA with CRT. Schellandpolder, Oudbroekpolder and Schouselbroek converted into depoldered area, and the original culverts are removed. The same new culverts for the Spierbroekpolder and Hingene Broekpolder are implemented in the C3 alternative.
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References Bi, Q.; Smolders, S.; Plancke, Y.; De Maerschalck, B.; Vanlede, J. (2018). Integraal Plan Bovenzeeschelde: Sub report 9 – Effect of B-alternatives on Mud Transport. Version 4.0. FHR Reports, 13_131_9. Flanders Hydraulics Research: Antwerp. IMDC. (2019). Towards the definition of C alternatives. IMDC report ref NO19152. IMDC: Antwerp. Smolders, S.; Bi, Q.; Vanlede, J.; De Maerschalck, B.; Plancke, Y.; Mostaert, F. (2019). Integraal plan BovenZeeschelde: Sub report 6 – Scaldis Mud: a Mud Transport model for the Scheldt Estuary. Version 2.0. FHR Reports, 13_131_6. Flanders Hydraulics Research: Antwerp. Vansteenkiste, J, Adams, R. (2020). Definition of the C alternatives (v1.4). IMDC Report, I/NO/11448/19.226/JVS/RAD. IMDC: Antwerp.
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Appendix I. Explanation of the culvert parameters The following parameters are used to simulate culverts in the Telemac-3D. The name of the parameter and its meaning is given in Table 14. Table 14 – The definition of the culvert parameters
I1
The node number of culvert on the riverside
I2
The node number of culvert on the floodplain side
CE1
Inlet head loss coefficient. just called C1 in the theory. This is the head loss due to contraction of the flow at the entrance of the culvert. The value is usually chosen 0.5 (Smolders et al., 2016) but if the flow at the entrance is split by a pillar the value rises to 0.9.
CE2
This is the same as CE1 but then for the floodplain side. This one is called C3 in the theory according to Smolders et al. (2016)
CS1
Outlet entrance head loss coefficient at the river side. (=1 according to Smolders et al., 2016)
CS2
Outlet exit head loss coefficient at floodplain side. (=1 according to Smolders et al., 2016)
LRGbus
The width of the culvert.
Haut1
Height of the culvert at the river side.
CLP
This number gives the direction of the flow: 0 = flow in both ways (usually taken for the inlet culvert); 1= flow only from the river to the floodplain; 2= flow only from the floodplain to the river (usually taken for the outlet culvert if there is a one-way valve present).
LBUS
Linear head loss coeffcient used only when OPTBUSE = 1 (the simplified equations); If OPTBUSE = 2 (new set of equations distinguishing between five flow types), LBUS is calculated.
Z1
Culvert bottom elevation on river side.
Z2
Culvert bottom elevation on floodplain side.
CV
This is the head loss coefficient due to the presence of a valve. (measurements showed the valve to open ¾ giving the head loss coefficient Cv=1 according to Smolders et al., 2016).
C56
This is the constant used to differentiate between flow types 5 and 6. This value is always equal to 10 (Smolders et al. (2016).
CV5
Represents a correction coefficient for the C1 (present in CE1 and CE2) and to CV coefficients due to the occurrence of the type 5 flow. This value is equal to zero for inlet culverts and equal to 1.5 for outlet culverts (Smolders et al., 2016).
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Integraal Plan Bovenzeeschelde - Sub report 13 – Implementation of C alternatives
C5
Has the same function as CV5 but its value is always equal to 6 (Smolders et al., 2016)
Ctrash
This is the head loss coefficient due to the presence of trash cscreen or grilles. The value varies between 0.1 and 1 depending on the amount of trash in front of the screen. For inlet culvert the value is usually taken equal to 0.1 and for outlet culverts the value is usually taken equal to 1 (Smolders et al., 2016).
Haut2
Height of the culvert at the floodplain side
Fric
Manning Strickler’s coefficient for the structure (usually taken 0.015 for smooth concrete according to Smolders et al., 2016)
Length
Length of the culvert
Circ
This indicates whether the culvert is rectangular (=0) or circular (=1); in case of a circular culvert the height is taken to calculate the wet section.
A2
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Appendix II. Parameters of the new culverts 1. Km 5: Extra depoldering Melleham Table 15 – The parameters for the inlet culvert in CRT Melleham in C1 alternative
Final version
Area
Melleham
I1
434279
I2
434317
CE1
0.5
CE2
0.5
CS1
1
CS2
1
LRGbus
2.6
Haut1
2.2
CLP
0
LBUS
0.2
Z1
4.4
Z2
4.4
CV
1
C56
10
CV5
0
C5
6
Ctrash
1
Haut2
2.2
Fric
0.015
Length
20
Circ
0
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Integraal Plan Bovenzeeschelde - Sub report 13 – Implementation of C alternatives Table 16 – The parameters defined for the new culverts in Melleham in C2 alternative
Area
A4
Melleham
I1
434279
434295
434310
434328
I2
434317
434336
434359
434384
CE1
0.5
0.5
0.5
0.5
CE2
0.5
0.5
0.5
0.5
CS1
1
1
1
1
CS2
1
1
1
1
LRGbus
2.6
2.6
2.6
2.6
Haut1
2.2
2.2
2.2
2.2
CLP
0
0
2
2
LBUS
0.2
0.2
0.2
0.2
Z1
4.4
4.4
2.5
2.5
Z2
4.4
4.4
2.5
2.5
CV
1
1
1
1
C56
10
10
10
10
CV5
0
0
1.5
1.5
C5
6
6
6
6
Ctrash
1
1
1
1
Haut2
2.2
2.2
2.2
2.2
Fric
0.015
0.015
0.015
0.015
Length
20
20
20
20
Circ
0
0
0
0
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2. Km 13: FCA Wijmeers Table 17 – The change of culvert node numbers of FCA Wijmeers in C3 alternative
Area
FCA Wijmeers
I1 (old)
I2 (old)
I1 (New) I2 (New)
223350 457845
176288
442032
223399 457862
176276
441982
223433 457884
176265
441944
223425 457921
176255
441923
223459 457978
176238
441891
223488 457962
176227
441837
3. Km 15-17: Channel cut off at Hoogland – Uitbergen - Paardenweide Table 18 – The removed culvert nodes in Uitbergen in the C1 and C2 alternatives
Area
Final version
I1 (Removed) I2 (Removed)
Bergenmeersen 212625
211473
212566
211511
212503
211563
212439
211620
212376
211726
212309
211842
212302
211642
212195
211703
212277
211769
212369
211542
212350
211593
212435
211657
202970
203763
202966
203761
202969
203759
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Integraal Plan Bovenzeeschelde - Sub report 13 – Implementation of C alternatives Table 19 – The removed culvert nodes in Uitbergen and Paardeweide in the C3 alternative
Area
I1 I2 (Removed) (Removed)
Paardeweide
Bergenmeersen
A6
224811
459112
224735
458998
224621
458944
224547
458939
224439
458870
227339
468301
227310
468257
212625
211473
212566
211511
212503
211563
212439
211620
212376
211726
212309
211842
212302
211642
212195
211703
212277
211769
212369
211542
212350
211593
212435
211657
202970
203763
202966
203761
202969
203759
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4. Km 27: FCA-CRT Scheldebroek Table 20 – The parameters defined for the 4 inlet culverts in FCA-CRT Scheldebroek in C1-C2-C3 alternatives
Area
Final version
FCA-CRT Scheldebroek
I1
487281
487152
487045
486931
I2
485433
485491
485462
485457
CE1
0.5
0.5
0.5
0.5
CE2
0.5
0.5
0.5
0.5
CS1
1
1
1
1
CS2
1
1
1
1
LRGbus
2
2
2
2
Haut1
2.2
2.2
2.2
2.2
CLP
0
0
0
0
LBUS
0.2
0.2
0.2
0.2
Z1
4.4
4.4
4.4
4.4
Z2
4.4
4.4
4.4
4.4
CV
1
1
1
1
C56
10
10
10
10
CV5
0
0
0
0
C5
6
6
6
6
Ctrash
1
1
1
1
Haut2
2.2
2.2
2.2
2.2
Fric
0.015
0.015
0.015
0.015
Length
20
20
20
20
Circ
0
0
0
0
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5. Km 40: Kramp Table 21 – The change of culvert node numbers of Vlassenbroek Zuid in C2 and C3 alternatives
Area
I1 (Old) I2 (Old) I1 (New) I2 (New)
FCA Vlassenbroek Zuid
246326
245795
246393
245795
246302
245774
246318
245774
246220
245754
246245
245754
6. Km 48: Blankaart-Akkershoofd Table 22 – The parameters defined for the new culverts in Wal-Zwijn and Blankaart in C1 alternative
Area
Zwijn (North)
Wal (South)
Blankaart
I1
275285 274825 274332 274106 267657 267894 268076 266252 266313 266360
I2
272850 272029 271325 270403 265206 265248 265369 522444 522381 522406
CE1
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
CE2
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
CS1
1
1
1
1
1
1
1
1
1
1
CS2
1
1
1
1
1
1
1
1
1
1
LRGbus
2.6
2.6
2.6
2.6
2.6
2.6
2.6
2.6
2.6
2.6
Haut1
1.8
1.8
1.8
1.8
1.8
1.5
1.4
2.2
2.2
2.2
CLP
0
0
0
0
0
0
0
2
2
2
LBUS
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.2
Z1
4.3
4.6
4.6
4.8
4.3
4.5
4.6
1.5
1.5
1.5
Z2
4.3
4.6
4.6
4.8
4.3
4.5
4.6
1.5
1.5
1.5
CV
1
1
1
1
1
1
1
1
1
1
C56
10
10
10
10
10
10
10
10
10
10
CV5
0
0
0
0
0
0
0
1.5
1.5
1.5
C5
6
6
6
6
6
6
6
6
6
6
Ctrash
1
1
1
1
1
1
1
1
1
1
Haut2
1.8
1.8
1.8
1.8
1.8
1.5
1.4
2.2
2.2
2.2
Fric
0.015
0.015
0.015
0.015
0.015
0.015
0.015
0.015
0.015
0.015
Length
20
20
20
20
20
20
20
20
20
20
Circ
0
0
0
0
0
0
0
0
0
0
A8
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Integraal Plan Bovenzeeschelde - Sub report 13 – Implementation of C alternatives Table 23 – The parameters defined for the new culverts in Wal-Zwijn in C2-C3 alternatives
Area
Final version
Zwijn (North)
Wal (South)
I1
275285 274825 274332 274106 267657 267894 268076
I2
272850 272029 271325 270403 265206 265248 265369
CE1
0.5
0.5
0.5
0.5
0.5
0.5
0.5
CE2
0.5
0.5
0.5
0.5
0.5
0.5
0.5
CS1
1
1
1
1
1
1
1
CS2
1
1
1
1
1
1
1
LRGbus
2.6
2.6
2.6
2.6
2.6
2.6
2.6
Haut1
1.8
1.4
1.4
1.2
1.8
1.5
1.4
CLP
0
0
0
0
0
0
0
LBUS
0.2
0.2
0.2
0.2
0.2
0.2
0.2
Z1
4.3
4.6
4.6
4.8
4.3
4.5
4.6
Z2
4.3
4.6
4.6
4.8
4.3
4.5
4.6
CV
1
1
1
1
1
1
1
C56
10
10
10
10
10
10
10
CV5
0
0
0
0
0
0
0
C5
6
6
6
6
6
6
6
Ctrash
1
1
1
1
1
1
1
Haut2
1.8
1.4
1.4
1.2
1.8
1.5
1.4
Fric
0.015
0.015
0.015
0.015
0.015
0.015
0.015
Length
20
20
20
20
20
20
20
Circ
0
0
0
0
0
0
0
WL2020R13_131_13
A9
Integraal Plan Bovenzeeschelde - Sub report 13 – Implementation of C alternatives
7. Km 53: New connection with Durme Table 24 – The change of culvert node numbers in FCA-CRT Tielrodebroek in C1-C2-C3 alternatives
I1 (Old) I2 (Old) I1 (New) I2 (New)
Area FCA-CRT Tielrode Broek
277077
532235
284726
533056
FCA-CRT Tielrode Broek
277925
532130
284966
533061
FCA-CRT Tielrode Broek
277491
532063
285227
284385
FCA-CRT Tielrode Broek
278365
531989
285469
284524
FCA-CRT Tielrode Broek
275049
532087
285757
284641
FCA-CRT Tielrode Broek
276136
531979
285995
284793
8. Km 57-64: Bornem Table 25 – The change of culvert node numbers in Bornem in C1 alternative
Area
Schellandpolder
Schouselbroek
A10
I1 (Old) I2 (Old) I1 (New) I2 (New) 308469
548566
308465
548566
308377
548458
308348
548458
308253
548288
308239
548288
308101
548128
308104
548128
308526
548029
308506
548029
308611
548276
308628
548276
308698
548404
308692
548404
308773
548559
308759
548559
303310
540704
303310
540704
303243
540674
303243
540674
303163
540662
303149
540662
298994
534840
298920
534840
298951
534752
298839
534752
298904
534646
298787
534646
298829
534543
298702
534543
303194
540719
303194
540719
303358
540743
303358
540743
298562
534342
298534
534342
WL2020R13_131_13
Final version
Integraal Plan Bovenzeeschelde - Sub report 13 – Implementation of C alternatives Table 26 – The parameters defined for the new culverts in FCA-CRT Hingene Broekpolder in C2-C3 alternatives
Final version
Area
Hingene Broekpolder
I1
301375 301421 301452 301493 301517 301547 301576 301607
I2
541756 541773 541794 541809 541832 541849 541862 541877
CE1
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
CE2
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
CS1
1
1
1
1
1
1
1
1
CS2
1
1
1
1
1
1
1
1
LRGbus
2.6
2.6
2.6
2.6
2.6
2.6
2.6
2.6
Haut1
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
CLP
2
2
2
2
0
0
0
0
LBUS
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.2
Z1
0.5
0.5
0.5
0.5
4.45
4.6
4.6
4.6
Z2
0.5
0.5
0.5
0.5
4.45
4.6
4.6
4.6
CV
1
1
1
1
1
1
1
1
C56
10
10
10
10
10
10
10
10
CV5
1.5
1.5
1.5
1.5
0
0
0
0
C5
6
6
6
6
6
6
6
6
Ctrash
1
1
1
1
1
1
1
1
Haut2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
Fric
0.015
0.015
0.015
0.015
0.015
0.015
0.015
0.015
Length
18
18
18
18
18
18
18
18
Circ
0
0
0
0
0
0
0
0
WL2020R13_131_13
A11
Integraal Plan Bovenzeeschelde - Sub report 13 – Implementation of C alternatives Table 27 – The parameters defined for the new culverts in FCA-CRT Spierbroekpolder in C2-C3 alternatives
Area
Spierbroekpolder
I1
298539
298585
298611
298658
298708
298726
298763
298790
298813
298850
I2
541012
541019
541028
541041
541052
541070
541083
541095
541114
541126
CE1
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
CE2
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
CS1
1
1
1
1
1
1
1
1
1
1
CS2
1
1
1
1
1
1
1
1
1
1
LRGbus
2.6
2.6
2.6
2.6
2.6
2.6
2.6
2.6
2.6
2.6
Haut1
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
CLP
2
2
2
2
2
0
0
0
0
0
LBUS
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.2
Z1
0.5
0.5
0.5
0.5
0.5
4.45
4.6
4.6
4.6
4.6
Z2
0.5
0.5
0.5
0.5
0.5
4.45
4.6
4.6
4.6
4.6
CV
1
1
1
1
1
1
1
1
1
1
C56
10
10
10
10
10
10
10
10
10
10
CV5
1.5
1.5
1.5
1.5
1.5
0
0
0
0
0
C5
6
6
6
6
6
6
6
6
6
6
Ctrash
1
1
1
1
1
1
1
1
1
1
Haut2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
2.2
Fric
0.015
0.015
0.015
0.015
0.015
0.015
0.015
0.015
0.015
0.015
Length
18
18
18
18
18
18
18
18
18
18
Circ
0
0
0
0
0
0
0
0
0
0
A12
WL2020R13_131_13
Final version
DEPARTMENT MOBILITY & PUBLIC WORKS Flanders hydraulics Research Berchemlei 115, 2140 Antwerp T +32 (0)3 224 60 35 F +32 (0)3 224 60 36 waterbouwkundiglabo@vlaanderen.be www.flandershydraulicsresearch.be