In Dutch policy-making, there is a growing emphasis on embracing a broad definition of welfare, transcending traditional economic metrics and encompassing all facets valued for a good life, both presently and for future generations, as well as on a global scale. This perspective, called brede welvaart in Dutch, is referred to as broad prosperity in this research. Despite the widespread belief in the importance of policy integration for fostering considerations of broad prosperity in mobility policy, the governance of this integration remains ambiguous. This thesis aims to address how governance structures can effectively ensure that broad prosperity principles are utilised in mobility policy-making, particularly through integration with urban development policy-making.
Adopting a qualitative multiple-case study approach, this research systematically investigates the intricate interplay between policy integration in mobility and urban development, broad prosperity considerations, and the resulting policy-making process. Literature review and expert interviews are combined to formulate a conceptual framework for distinguishing broad prosperity policy-making from conventional policy-making and measuring policy integration. A thorough analysis of the decision-making process in mobility plans for the cases Zeeburgereiland, Binckhorst, Valkenhorst, and Merwedekanaalzone is executed through document analysis and stakeholder interviews. This information together with results from focus groups in which workable governance approaches are discussed, provide an answer to the main research question: How should the governance of mobility and urban development be organised to enable a broad assessment of welfare in policy-making?...

The European Union aims to reduce its emissions by 55% in 2030 compared to 1990 levels, requiring massive investment in the economy and society. Knowing the level of investment to be made is key to understanding the macroeconomic impact of the transition, creating investment policies and prioritizing sectors.  However, in the transport sector, accounting for around 30% of the total EU CO2 emissions, no independent assessment of the investment needs has been found. In this master thesis, the level of gross investments required for meeting 2030 transport policies at the European scale is estimated and compared to the historical level. The results show that between 2024 and 2030, making EU targets in the transport sector requires 253 billion euros of investments per year, or 1.6% of the EU GDP. When compared to the current level, 42% of the yearly investment needs are already met. It leaves an investment gap—defined as the extra investment necessary compared to the current level - of 147 billion euros, or 0.9% of the EU GDP. The results show that European policies for generalizing electric vehicles in 2030 were missing ambition compared to climate target. This thesis is also a use case for using the investment gap as an indicator for monitoring policies. Through the proxy of investment, the implementation of the European transport policy can be tracked.

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Many cities are implementing car-reducing measures to achieve goals related to livability, such as climate change reduction, air quality improvements, improved living space, improved health and safety and reduced costs. Policies at the local, national, and supranational levels affect the measures that cities can take. This thesis addresses the challenges cities face in implementing car-reducing policies. Achieving the goals for which local governments are implementing car-reducing policies requires transformational adaptation. This system-wide radical change increases a system’s ability to deal with future uncertainty. However, it is challenging for policymakers to destabilize existing regimes. Answering governance questions related to context, power, resources, and legitimacy can help fill the research gap regarding real-world policy examples and aid in the transition towards sustainable mobility. This thesis proposes a framework based on theory and practice to address the challenges that policymakers may face in policy implementation.

The main research question is:
What success factors and barriers in the implementation of car-reducing measures are present in European cities, and what are the implications for European cities of the scale of Amsterdam?

Amsterdam is the reference case selected to contextualise the results of this thesis. Case studies in cities with comparable population sizes, namely Copenhagen, Barcelona, Bremen, and Milan, with considerable experience in car-reducing measures, provide new insights for policymaking. Understanding the context in which a policy operates has shown to be essential in its success and/or failure. The main barriers in the implementation are explored with stakeholders involved in policymaking.

Eight different success factors have been identified to overcome the barriers and successfully implement their policies. Six originate from the literature and were confirmed in the interviews. The two final
success factors of ‘the inarguability of schools’ and ‘the undeniability of hard evidence’, emerged during the interviews. These stakeholders identified the links between these factors and barriers, and how the success factors can reduce the barriers. The success factors of ‘showing openness and flexibility’ and ‘pilots/trials to create legitimacy’ can lower most barriers. Combined, these success factors can influence all barriers and are, therefore, most important.

The analysis of the case studies and the comparison with the literature results in lessons for cities looking to implement car-reducing policies. An in-depth analysis is performed for Amsterdam. Three main lessons of the studied cases stand out for Amsterdam. For other cities looking to implement car-reducing policies, four general lessons have been determined:
1. Continuously explore new possibilities for policymaking.
2. Be aware of the context and stakeholders’ needs to select appropriate measures and adjust them
according to the context.
3. Create and identify windows of opportunity and be ready when that window opens.
4. Test new measures before implementing them permanently to select the optimal location and
collect data on the measure’s impact.

The proposed framework of success factors and barriers can be used by policymakers to address the challenges they face in implementation. Using the framework and the lessons during the design of their policies, may significantly reduce the barriers they face and ensure successful implementation.

This thesis aims to contribute to the policy debate on the complexity of passenger rail markets and to provide recommendations for the Dutch market. An extensive literature review has been conducted to identify the policy issues that must be discussed when dealing with passenger rail markets. These issues are structured in a theoretical framework to describe market structures and understand market complexity. The framework classifies the policy issues into three levels of decision-making, influenced by causal factors and resulting in system performance measured by three categories of indicators. The approach to passenger rail market analysis proposed in this thesis can be useful for researchers and policymakers to assess passenger rail markets in a structured way. The relevance of the policy issues was identified through a Delphi study involving 13 experts and stakeholders. As a result of the study, the role of different levels of government in market coordination, coordination of investments, timetables and incidents, and the level of transition costs were identified as key policy issues. An analysis of the Dutch market resulted in a recommendation to continue direct award to Nederlandse Spoorwegen on the main rail network. However, it is also recommended that Dutch policymakers prepare for the introduction of competition to strengthen their coordinating role and be ready for the eventuality of competition.

Fast developing technology offers many opportunities for innovation and optimization in the public domain. However this sector is bound to European directives on public procurement transposed into national law and therefore bound to the mandatory procurement of, among others, their assets. This legislation provides a limiting framework in which, after awarding the contract, little room for design adjustments is perceived to be left. As a result assets, especially with long-term procurement processes, are not in accordance with current technological development. The limited amount of literature on this subject provides mitigation in very specific cases, but no overview of flexibilities in the procurement process exists, which is therefore the objective of this research. The Dutch railway sector was used as context of this research and since most process design choices are made by the procurer, the Nederlandse Spoorwegen (NS) [Dutch Railways].
First, the current process was mapped out using the functional modelling technique IDEF0 based on which a first identification of flexibilities was performed. Subsequently, a first version of a morphological chart (MC) was made. This is a product design tool, in this research used, tested and validated for institutional design, as a parallel research focus supporting the exploration of flexibilities. The MC was developed and validated on its content as well as its use as institutional design tool. Additionally, validated trends were identified in the combination of flexibility aspects, followed by the exploration of a future institutional design for the NS.
During this research four additional construction rules for the MC were found, being (1) within scope of action, (2) readability, (3) abstraction level and (4) informational value, for which a variety of practical solutions are suggested. These were adhered to in the developed MC and resulted in the validation of this tool to be useful as systematic, substantiated and concrete guidance in the discussion of process design.
Using these developed conditions for the MC enabled identification and representation of aspects enhancing flexibility, being split into three chapters being Product, Contract and Market Approach. Validated conceptual designs enhancing flexibility were created by combining different fragments of solutions into one conceptual design. Six of these were created, one being the “traditional” procurement, four were based on collaborative practices and the last was based on the product to be part of a network. These four conceptual designs based on collaboration focused on: a partnership for the separate development of innovation, international collaboration and supplier-procurer collaboration of a light and more extensive degree.
Applying this to the case of the NS shows that separate innovation and extensive collaboration are perceived to be most suitable as starting point of their future procurement design.
Altogether it can be concluded that commencing a shift from a vertical to a horizontal approach within the buyer-supplier interaction is essential, placing greater importance on formalizing the partnership rather than specifying precise outcomes. The required redesign for enhanced flexibility to intermediate design changes in public procurement processes can be obtained by using the developed MC as guidance for discussion on the process design...

This thesis investigates the intricate relationship between internal stakeholder engagement, green innovation implementation, and project success within the process industry. Drawing from a mixed-methods approach, the study combines theoretical insights from extensive literature with survey data collected from participants in the NAP Network. The research addresses challenges encountered during green innovation initiatives and identifies strategies to engage internal stakeholders effectively, ultimately boosting project success. To comprehensively achieve the research goals, a mixed-methods approach was adopted. The study began with a thorough literature review, establishing variables, conceptualizing relationships, and forming a theoretical framework. This groundwork informed the development of a questionnaire capturing insights, strategies, and challenges related to internal stakeholder engagement, process industry type, green innovation implementation, and project success. The survey process upheld ethical standards, ensuring participant consent and anonymity. The questionnaire reached NAP-affiliated participants, a significant process industry network. This method facilitated the collection of data on stakeholder engagement strategies, encountered challenges, and diverse viewpoints on green innovation. Findings provide valuable insights into the complex dynamics linking internal stakeholder engagement, green innovation implementation, and project success in the process industry. Despite the sample size limitation (N=24), collected data offers perspectives that illuminate challenges faced and strategies employed. The research identifies shared and individual challenges faced by various process industry sectors during green innovation initiatives. Common hurdles encompass resistance to change, lack of top management support, and competing priorities. Interestingly, industry-specific challenges did not significantly hinder green innovation implementation, possibly due to participants’ expertise and confidence. These challenges emphasize the pivotal role of effective internal stakeholder engagement in surmounting obstacles and driving successful green innovation. Respondents’ insights reveal various strategies to engage internal stakeholders in green innovation projects. Workshops and collaborative sessions stand out as highly effective approaches, fostering creativity, cross-functional collaboration, and shared responsibility. This underscores the significance of interactive methods in overcoming challenges and promoting successful implementation. However, the strategies used for engaging internal stakeholders do not necessarily guarantee project success. Furthermore, findings highlight how internal stakeholders’ perspectives and concerns positively influence green innovation practices and project success. Participants’ views on green innovation vary, with some seeing it as a response to environmental demands, while others perceive it as a way to gain a competitive edge and enhance brand reputation. Successful green innovation practices also contribute to project success in the process industry. These perspectives underscore the diverse motivations driving green innovation implementation. Acknowledging limitations stemming from extensive literature, potential researcher bias, and a relatively small sample, the study suggests avenues for future research. Recommendations encompass replicating the study with a larger sample, exploring specific industry sectors, and examining the financial implications of green innovation implementation. In conclusion, this study blends theoretical insights with survey data to offer a comprehensive understanding of the intricate relationship between internal stakeholder engagement, green innovation implementation, and project success in the process industry. The research underscores the critical role of effective stakeholder engagement strategies in overcoming challenges and propelling sustainable innovation initiatives. Despite limitations, these insights hold potential for practical applications and serve as a basis for further research in the field of green innovation and sustainability.

Policy making and the decision-making process has developed over the past decades to include more (scientific) evidence to support policy construction, such as the Cost-benefit Analysis or Environmental Impact Analysis. However, depending on the perspective of the policymaker as well as the evaluator, successful policies outcomes may be different for varying stakeholders. This can then potentially lead to conflict during the decision-making process for future policies, on which metrics were deemed successful. Through case studies, in which the advocacy coalition framework will be applied, the role of CBAs and EIAs is explored on the decision-making process for public policy. How the procedural policy tools affected advocacy coalitions’ beliefs and strategies for/against policies is analysed. The ex-ante evaluations without legislative support for incorporation for policymaking seemed to have little effect on policy- or core belief-changes of stakeholders, even when confronted with negative outcomes. With enough opportunities created by coalitions to discredit outcomes not in line with their beliefs. Furthermore, the multi-level decision-making seems to be dominated by the national level government, who hold and maintain formal authority while preventing opportunities for intervention without legislative support. Instead, procedural policy tools that have more legislative support, have more influence on the policy implementation and decision-making process. Procedural policy tools seem to be more informative and symbolic, with outcomes more used for debates without nuances rather than to explore and improve new policy options. Hence, limiting the formal role of the policy tools to explore policy alternatives. The late timing of tools’ use in the decision-making process and exclusion of regional stakeholders in the appraisals exacerbated negative experiences for regional stakeholders. Leading to increased distrust between advocacy coalitions, preventing compromises from being found while creating more conflict among stakeholders. Furthermore, procedural policy tools were very resource dependent, limiting regional actors’ ability to perform analyses due to limited resources. Making them highly dependent national governments, fuelling the distrust and conflict based on the earlier mentioned exclusion and lacking transparency. Creating information (and resource) inequalities which can be exploited during the decision-making process. Suggestions for improvement and conflict reduction are the introduction of formal third-party supervisory committees for procedural policy tools and mandatory (regional) stakeholder-inclusion and methodology’ transparency measures.

The number of digital systems that is used for business processes in many organizations is increasing. These digital systems can be used to support decision-making in the maintenance process. In this research the effects of digitalization on the maintenance process are evaluated. This is done by focusing on five aspects: actors, agreements, approach, applications and availability. By comparing the recent knowledge described in the literature with the experiences from practice, a maintenance aspect framework is designed. The experience from practice is obtained from conducting interviews at four organizations. These organizations are: NS (Nederlandse Spoorwegen), Port of Rotterdam, Rijkswaterstaat and ProRail. At each of the organizations, one specific asset is selected for which the effects of digitalization are evaluated. The findings of
the comparisons are reflected on the features of the asset and the organization to generalize the conclusions. Furthermore, an implementation plan and recommendations on how to use the framework to ensure that all the relevant aspects are included in future policies, are derived from the findings. The implementation plan is designed to be applicable in general, and the recommendations are made for NS specifically. In the recommendations, advice is provided on which aspects should be prioritized more and which aspects are
already well formulated in the long-term plans. Lastly, a time line is presented in which the phases of the digitalization transition process are represented. The implementation plan can be used as a guideline to determine in which phase an organization is currently in, and what steps should be taken to proceed to the next phase.

(Innovation) portfolio management literature is extensive but barely touched upon in the public context. Portfolio management is instrumental in resource allocation and strategic decision-making, directing investments toward strategic priorities. This thesis explores how innovation portfolio management (IPM) is performed at the Dutch Ministry of Defense, and a comparison is made with private and public sector literature available.
Key findings illuminate pronounced disparities between the MoD’s IPM methodologies and those established in the private sector. Notably, the MoD’s IPM framework places subjective risk-reward metrics at the forefront of decision-making, diverging from conventional private sector emphasis on monetary considerations. Furthermore, the MoD’s IPM approach primarily revolves around project-level evaluations, constraining portfolio-level prioritization decision-making. The conspicuous absence of a articulated innovation strategy and the decentralized nature of portfolio oversight serve as additional distinguishing features of the MoD’s IPM practices. Moreover, the MoD’s unique procurement model, which relies extensively on external development, and its innovation strategy, predominantly shaped by market dynamics, set it apart from IPM practices commonly observed in the private sector. Existing public sector literature has provided valuation methodologies across diverse sectors;
however, these contributions have often neglected to provide a comprehensive under standing of how IPM is executed and have been relatively under-referenced. Within the MoD, this thesis reveals that the valuation of IPM, while exhibiting variations among different departments, predominantly relies on multi-criteria analysis (MCA) with a retrospective focus. Notably, subjective measures such as relevance and urgency are employed as yardsticks for assessing project value. This research enhances our understanding of IPM in the public sector and underscores the need to further explore and refine IPM methodologies within public organizations. It highlights the distinctive characteristics of IPM within the MoD and emphasizes the importance of aligning IPM practices with organizational objectives and strategies to optimize resource allocation and decision-making. With the results of this thesis, public entities have guidance on how to organize portfolio management and how prioritization
can be performed.

The aim of this thesis is to increase the traffic safety by identifying what road infrastructure improvement strategies are currently used by the G4 municipalities, how they relate in terms of costs and benefits, the allocation thereof, and what complicating factors play a role in the road safety decision-making process.

Stations form the main bottle neck in a public transport journey. Efficient PT-systems depend on the optimal cooperation of modalities which makes transferring essential. For years the node place model has been the main paradigm of looking at stations in the Netherlands. This study aims to add a component to the model by developing a score for the intermodal transfer quality. This is achieved by developing a measurement model based on a multi criteria analysis. Case study measurements are weighed by the weight of their attribute and by the share of the transfer flow they represent.

The COVID-19 pandemic has had a substantial impact on public transportation. With ridership figures decreasing, it has brought a new sense of urgency to the old problem of crowding. Using a structured design approach, this paper presents the results of a project which set out to reduce crowding in Dutch train stations by
absorbing it at the network level. The design which is detailed in this paper uses advance communication of bike parking availability and price incentives on shared bikes as means to stimulate travellers to access or egress the railway system through alternative, uncrowded stations. It is determined that, theoretically, up to 7% of daily travellers in the Amsterdam region might use the system, suggesting that effects on station capacity would be substantial high adoption levels are realised.

During the 1990s, Dutch bicycle policy took shape within the Bicycle Master Plan (BMP) framework, part of the Second Transport Structure Plan (Tweede Structuurschema Verkeer en Vervoer SVV-II a) for the period 1990-2010. A decentralized policy execution approach was followed, where the municipalities were encouraged to form their policy instruments related to bicycles and execution plans. The term "Cycling Climate" will be used in this research project about the cycling levels and bicycle use. The cycling climate success cannot be credited to the standalone policy but a combination of procedures such as transport, land-use, urban development, housing, environment, taxation, and parking sectors. These policies can be termed "Policy Mix ", contributing to the transition from motorized transport to sustainable active transport. Apart from the policy mixes, various other exogenous factors influence the cycling climate in municipalities. Studies have tried to evaluate the factors and policy instruments contributing to the uptake of cycling activities in The Netherlands. Still, scarce research or literature is available examining the combined effort of the policy mix in influencing cycling climate in the respective municipalities. Therefore, a comparative case study of Zwolle and Enschede municipalities is conducted to understand the impact of the policy mix approach on the cycling climate in the Netherlands. In Zwolle, the cycling climate has witnessed continuous improvements between 2000 and 2020. However, the policy mix during this period is characterized by weak consistency and credibility. The policy formulation process had remained coherent, whereas the policy implementation process had changed from being coherent to non-coherent during 2009-2020. These characteristics have remained the vital drivers of the policy mix success and seem to have influenced the cycling climate in the city. In Enschede, the cycling climate had declined during 2000 and 2010, before recovering and improving between 2010 and 2020. During the first decade, the policy mix did not exhibit any of the visible characteristics. However, during the second decade, the policy mix was characterized by credibility and consistent policy instruments. In addition, the process of policy formulation and implementation was coherent. These characteristics were the vital drivers of the policy mix success and could have influenced the rapid improvement in the cycling climate. The absence of a consistent and coherent policy mix coincided with the decline in cycling climate in Enschede during the period 2000-2008. The resurgence in cycling climate happened during the next decade when the municipality adopted a consistent, coherent, and credible policy mix. In Zwolle, a sustained and slightly improving cycling climate has coincided with the existence of a credible and weak-consistent policy mix. The consistency and coherency of the policy mix have changed in Zwolle over the two decades, but the policy mix has been supported by leadership and administrators. Hence, the policy mix design seems to influence the cycling climate and cycling policies in Zwolle and Enschede. The evidence from both the municipalities shows that following a policy mix approach has benefited the cycling climate within the municipalities. Furthermore, the political and administrative support and the participation of the interest groups have contributed to the success of the policy mix in both Zwolle and Enschede. Therefore, municipalities and policy researchers or consultants working towards improving the cycling climate can try the policy mix approach to improve the cycling climate within their respective municipalities.

Nowadays cycling rates in most European cities are increasing, while many governments are looking for ways to integrate cycling into the daily lives of citizens not only as a leisure activity but also as an official means of transport. At the same time, a large part of the population itself aims to influence decision-makers and urban planners to make cities more sustainable and to actually adopt pro-cycling policies. This section of the population that desires a policy change often forms social movements that aim to make their demands heard and make substantial improvements. Such social movements are known from the past for their influential contribution to various burning issues such as gender equality, ecology, environmental protection, sustainability and many others. Various researchers have shown that social movements and advocacy groups present different compositions and work to promote change by targeting public opinion, the political arena, or both. However, the existing literature and previous research on their contribution to the promotion of cycling in the policy making process are quite limited. Therefore, this research sought an answer to the question: How do social movements influence the successful adoption or implementation of a favorable/positive cycling policy? Through a literature study on the theory of social movements together with the principles of the Multiple Streams Model by Kingdon, a theoretical framework is developed to better hypothesize how policy adoption and implementation works and how movements can influence it. Indeed, the report revisits Kingdon’s concept with a particular focus on social movements and their various activities in the policy making process. The key components of the MSF are the problem stream, the politics stream, the policy stream, the window of opportunity and the policy entrepreneur. Using this model in conjunction with social movement theory, three hypotheses have been developed and tested for the three cases. The comparative case study approach is used to allow a deeper understanding of the impact of social movements on the development of positive cycling policies and the events behind the adoption of the cycling policies in three European capitals where there is evidence of social activism are extensively analyzed. These were the cities of Amsterdam, Stockholm and Dublin. The main data sources were articles, scientific papers, local newspapers, magazines and blogs along with transcripts of interviews. Besides, through semi-structured online interviews, the perspectives of relevant stakeholders in the three cities, such as members of social movements and experts in the field of policy-making and policy analysis were investigated. The next step after collecting all the necessary data was the content and narrative analysis, in order to connect the cases in a meaningful way but also to identify common patterns. Conclusively, the findings from the three cases were compared and contrasted based on their differences and similarities in the strategy followed by the social movements, the emergence and constitution of their groups and generally their effectiveness in achieving favorable changes for cyclists. Overall, the report argues that by determining the role of movements within the streams there is an added value to the explanatory power of the context. Influencing the problem stream and seeking public support is a prerequisite for strengthening social movements, while they tend to use methods such as indicators and focusing events to determine the perception of the problem in the society. Identifying the problems and highlighting them to the public may be secondary if the movements themselves, due to their composition, know how to negotiate with decision makers directly. This is because social movements and advocacy organizations also aim to influence government agencies, especially when there is no political will for change or when they have the right means to approach them in terms of power and knowledge. The need for active negotiation with the political stream increases when there are strong policy opponents influencing the board in the background. These rivals often come from the automotive industry as they have conflicting interests with cycling policies that tend to undermine car dominance. Lastly, regarding the policy stream and proposals for change that usually come from the community of policy experts, it is not impossible for movements to contribute even to this stream, if they have the necessary knowledge and expertise to do so. Otherwise, seeking for interaction with experts in the field can help activists to get realistic policy proposals that can be used in their discussions with the decision makers. Furthermore, when there is a clearly defined problem, politicians are willing to adopt a realistic political solution, and a policy entrepreneur couples these streams at a window of opportunity, the result may be in favor of activists. A noticeable finding was that social movements themselves can also play the role of the policy entrepreneur and articulate the three streams. As Kingdon suggested, social movements can invest their efforts to closely collaborate with the decision makers and push for their interests. At the same time, they can also work towards influencing the three streams in different ways and emphasizing on different aspects depending on the composition of their teams, the timing of their appearance and the legal framework of the country. There may also be some other important parameters such as scale of the city, the funding availability, the shape of old inner cities or the existence of historic centers that can facilitate the movements' success in influencing a pro-cycling policy adoption. Despite the importance of these contextual parameters, this study shows that success lies in the hierarchy of cycling, arguing that whenever there is a will, a realistic way can be found. After all, social movements, in order to achieve the best result and be mostly effective, they should be aware of their strengths that are directly related to their knowledge of the cycling policy-making process, their size and passion. In this way, they can choose the right strategy to follow and influence the political scene. Besides, for people who wish to promote cycling and sustainable way of travelling it is crucial to find others with a common view, because although every voice matters, when these voices become collective, they are more likely to be heard and taken seriously by the decision-makers. Finally, policymakers need to be more open to dialogue with such groups, as they represent a legitimate part of society and can bring issues that ordinary people cannot include on the political agenda. Ultimately, actively listening and constructively discussing activists’ demands in a friendly environment -always under a realistic point of view- can also be beneficial to their political future In conclusion, the knowledge gathered through this report on the ways in which movements can bring about policy change has to do with the political status and legal framework of each country. It is therefore worth noting that, as this study focused on democratic capitals, this may have an impact on the generalizability of results for countries with very different policy frameworks.

Congestion in and pollution by traffic are amongst the most severe and urgent problems faced by both developed and developing countries these days. It is regarded as a "wicked" problem, which implies it is both hard to define the inherent problem and to find adequate measures to deal with. The complexity of transport systems makes it impossible for policy makers to fully grasp the effectiveness of each measure or intervention in detail. In policy maker‘s policy toolkits, there are traditionally two categories of transport measures that transport infrastructures supply (TIS) or transport demand management (TDM). However, these transport measures in reality are usually designed and implemented uncooperatively, some of which hardly receive political or public acceptance and others possibly cause unexpected negative side effects. Policy packaging is regarded as a prominent approach to solve these problems of single measures, because it can improve the acceptance of single policy measures, eliminate their negative effects after implementation, and produce larger synergy effects. However, in spite of these advantages, policy packaging complicates the whole policy making and implementation process, involving complex values, actors, and measures, and challenges policy maker‘s consciousness and capacities. This is why there is rare successful policy packaging in reality...@en

Chinese cities have experienced unprecedented economic growth and urban population expansion in the last four decades. However, a variety of social and environmental problems is associated with urbanization. Cities try to grapple with these challenges but simultaneously find themselves locked in an intense competition with other cities. City branding is viewed as an essential strategy to remain competitive, improve their environmental performance, experience a sustainable urban transformation. However, very little is known about how cities actually implement city branding strategies. This study distinguishes the concepts in use and explores the evolution of research in place branding literature. A progressive relationship between city promotion, city marketing and city branding is proposed and empirically examined. Subsequently, a specific city brand is explored to study how different policy instruments are adopted and configured to realize urban transformation goals. Finally, a detailed investigation in a medium-sized Chinese city shows how stakeholders interact with city policymakers to create and implement city brands. The findings show that cities can apply promotion, marketing or branding strategies to achieve different urban development goals. The study concludes that to successfully implement city branding, extensive stakeholder participation, continuous political commitment and reasonable application of policy instruments are necessary.@en

The number of operational rail corridors equipped with ERTMS is increasing throughout Europe. The implementation of this critical safety system is planned to take several decades. However, ERTMS is a complex system that evolves continuously increasing the risk of using outdated parts and components. Therefore, adaptability is required for an efficient process. Adaptability is the ability of a system to meet technological or functional changes without requiring structural modifications or replacements. This paper identifies factors that influence adaptability and researches critical issues for future adaptability of ERTMS. With these factors and issues, solutions are proposed that are validated in a use case and integrated in a strategy that strengthens adaptability of ERTMS for future operational needs. The main takeaways of this strategy is the need for technical modularity and a balanced stakeholder involvement in the implementation process.

The train network is a vital link within the mobility chain. Several aspects in the mobility chain are changing, for example the alternatives in modes and the trip types of passengers. The rail network with the vital locations as stations and the operation of the services on the network seem to be less adaptive, while the travel behaviour of passengers seem to change due to developments in access and egress, Additionally, the use of the train network differs per region. This could result in a mismatch between the network design and the way passengers use the network, i.e. the travel behaviour of passengers. This research will perform a qualitative and quantitative network analysis on two different case studies to obtain insights into influence of the network design on the travel times and station choice. These case studies are the Stedenbaan Zuid and the Veluwelijn, which both show different demand and network characteristics. Both case studies reveal different results in terms of travel times for the network variants, due to the differences in demand characteristics. The differences in the effect of the network design of the case studies could be assigned to the demand characteristics. In network design, the usage by the passenger should be leading. Yet, the location of the network and the stop density could contribute to passengers changing their travel behaviour based on the network design. Additionally, the intended goals of the operator and relevant stakeholders should be known, as this can change the evaluation of the network design.

The increasing urbanisation leads to more traffic movements in cities. Since car traffic in particular has a negative impact on the livability in the city, an alternative for car travel should be investigated to discourage car use. A possible alternative for car use could be the integrated bicycle-transit mode. Although more and more research is being conducted on shared bicycle systems and the combination with public transport, there is still no clear approach to design such an integrated system. The aim of this research was to develop a design approach for bicycle-transit, and subsequently this approach was applied to a case study. First, a spatial multi-criteria analysis was used to find suitable locations for shared bicycle docking stations. Secondly, an assessment framework was drawn up to determine the indicators on the basis of which different network designs were assessed. Finally, traveller flows have been investigated to analyse several alternative network designs. From this research, it was concluded that the optimal network for the case study Binckhorst in The Hague consists of four shared bicycle stations and a tram line between the train stations Den Haag CS and Voorburg.

Over the past decade, the development of ICT and online platforms has provided the infrastructure for new ways of sharing on a scale never seen before which are causing a shift from ownership to access-based- consumption. This trend offers promising prospects for the case of mobility but the true magnitude of impact that the increasing popularity of shared mobility services will have on the total transportation system remains uncertain. For NS, as largest railway operator in the Netherlands, it is therefore relevant to investigate how these new services can contribute to better first and last mile transportation within the multimodal train trip, as most of these types of shared mobility operate on an urban scale. Accordingly, this study aims to explore and measure the factors that affect people’s willingness to use shared mobility services as access or egress transport in multimodal train trips. A series of stated choice experiments was developed in which respondents were asked to choose their preferred mode from a set of alternatives for a given access- or egress trip. Next to conventional modes, included shared modes were bike, (standing) e-scooter, and car. By applying discrete choice modelling, separate mixed logit models were estimated for the home-based side trip (origin to railway station) and the activity based side trip (railway station to final destination) in order to assess the impact of choice factors related to characteristics of the available modes, trip, and traveler. Results show that the willingness to use shared modes is in the first place strongly affected by familiarity with these modes. As the overall observed familiarity and in particular experience with shared modes was low, intrinsic (negative) mode preferences were found to be the dominating choice factors. This was especially the cases for shared e-scooter and to a lesser extent also for the shared car. Traveler characteristics were found affect the magnitude of the fixed mode preference in a sense that young and higher educated travelers significantly appeared to be more open to try shared modes. Contrary to the e-scooter and car, the shared bike exemplifies a more familiar option which was found to results in a different hierarchy of mode related factors: the general fixed mode preference becomes less dominant and usage costs gains more importance.