Night trains benefit society in multiple ways. They are environmentally friendly, improve the accessibility of regions and are space-effective. Understanding traveller's preferences enables night train operators to improve night train services and harness societal benefits better. This study conducted a stated preference survey with 1031 respondents from the Netherlands to dive deeper into the importance of operational factors like booking convenience, travel costs, long travel times of up to 18 hours and accommodations. Additionally, factors that make up a convenient booking scenario were revealed. Lastly, a latent class choice model (LCCM) was applied to derive insights into heterogeneity and to determine to which extent personal factors influence class membership. Results reveal that for a convenient booking scenario, being able to book one ticket and comparing travel options are most important. However, booking convenience only plays a minor role in determining night train mode choice. Travel costs and accommodation are significantly more important. Several classes have been revealed: Environmentally conscious comfort lovers make up 13% of the respondents, experienced night train travellers 29\%, cost-sensitive travellers 37% and flight lovers 20%. Applying a scenario analysis, night train market shares vary from 20% to 71%, with significant heterogeneity among respondents. For practitioners, this implies focusing mainly on prices and accommodation while taking the significantly different preferences of the population into consideration.

This study investigates the opinion and perceived equity of hospital employees regarding sustainable travel modes for their commute, the (e-)bike and shared bike combined with public transport in specific. The objective of the research is to be able to advise the Academic Medical Center and Pon on whether the alternatives are deemed successful, what factors affect the take-up of the alternatives and what measures improve the adoption among the employees, involving internal communication strategies. The used method is the conduction of semi-structured interviews with hospital employees, which allow for in-depth conversations that generate insight into the individuals rationale and behavior. The results indicate that there are two distinguished employee groups: employees with irregular hours and employees with regular hours. The irregular hours constrain the employees from using public transport and make cycling perceived as less safe. The employees with regular hours experience no environmental constraints to cycle or to use public transport, when well connected. The proposed alternative to meet all employees' needs is P+R facilities around the city of the medical center, where they can park their car and cycle the last-mile to work. This reduces commute emissions, reduces parking actions at the work end, and increases employee health and satisfaction. The study additionally emphasizes the need for inclusive communication with a broader focus than solely online notice.

This paper examines the potential for privatising the port of St. Eustatius to achieve self-sustainability through the strategic port planning process. Design criteria were established based on a PESTEL, SWOT, and trend analysis, resulting in the development of four strategies. These strategies include enhancing port resilience, creating a transshipment hub, accommodating cruise ships, and enabling the docking of recreational vessels. Based on the strategies, opportunities for privatisation were identified according to the different rationales. Within the different strategies, opportunities for privatisation and a corresponding adaptation of the administrative model are possible. However, the need for large infrastructure investments could hinder the willingness of private parties to invest. Therefore, a public-private partnership is seen as a possible alternative to share the financial risks and also enable the government to retain control.

The escalating trends in e-commerce have led to a surge in parcel delivery demands, necessitating innovative solutions for efficient and environment friendly last-mile deliveries. Parcel Lockers (PLs) have emerged as a potential answer to address the environmental impact of traditional delivery methods. The core of PLs lies in a benefit trade-off between the customer and the Logistic Service Providers (LSPs), where PLs lead to reduced vehicle kilometers (VKT) by LSPs but result in inconvenience to customers by enforcing them to travel to PL locations. However, a research gap exists concerning the assessment of the environmental implications of PL
systems holistically which comprise the customers, the LSPs and the PL distributors. This master thesis aims to bridge this gap by conducting a comprehensive life cycle assessment (LCA) of a PL system via the Environment Footprint (EF) methodology. Extensive literature research is undertaken to understand the various aspects and factors that affect the usage of the PLs, leading to the development of a conceptual model encompassing its key components. The EF method is applied to analyze the climate change impacts specifically in areas of De Pijp and Ten Boer respectively. The method considers relevant characteristics, such as customer
travel behavior and mode choice. The total environmental impact in the rural setup, where customers utilized cars to access the PL, is found to be the highest leading to 1028 g CO2 eq emissions per parcel produced. The urban setting has the least overall environmental impact, due to customers walking to the PLs which amounts to 42.46 g CO2 eq emissions per parcel. The PL system is also compared to conventional home deliveries (HDs) in this thesis which indicates that the PL system performs better environmentally, unless the mode choice by customers is cars. When considering only the transport emissions by LSPs in PLs and HDs, the PLs outperform HDs in both the scenarios. It is found that the PL systems reduce the emissions by upto 75% in urban setup and about 50% in rural setups which amount to about 36.3 g CO2 eq emissions per parcel. Furthermore, a sensitivity analysis is conducted to evaluate the potential impacts of future policy implications and developments regarding the environmental performance of the PL system. The results furnish valuable insights into the different scenario factors and system design factors, facilitating informed decision-making abilities for policymakers to promote eco-friendly last-mile delivery practices.

The relation between sociodemographics and travel behaviour (TB) patterns is relevant to understand to devise policies that can direct people towards more sustainable travel options as well as to be aware of people’s possibly restricted mobility for the sake of mobility justice. Especially in the Netherlands, both of these interests are relevant to the aim of broad welfare which has been formulated in 2019. In this research Latent Class Analysis was performed on the Dutch National Travel Survey combined datasets from 2018 and 2019 to uncover TB patterns. This analysis was conducted for necessary travels and leisure travel purposes and resulted in 7 distinct classes (8 for necessary travels) which each showed clear associations with specific sociodemographics. The results could be related to axes of disadvantage previously identified in a literature study and were subsequently assessed with 7 experts from the PBL Netherlands Environmental Assessment Agency. It was found that people who conform to many of the disadvantaging factors identified, such as low income, low education levels and women travel with active modes as well as public transit more often, possibly due to general modal disadvantage (i.e. difficult or no access to a car). Travellers who travel with children but besides that have other advantaging factors (high income, older age) or travellers who live in rural areas and thus have spatial disadvantages, travel by car more often, also for very short distances. Against initial expectations, the research did not necessarily show extensive difference in distance travelled for travellers with disadvantaging factors. Recommendations concluded from these findings include the need to detach car use from car ownership, by e.g. promoting car-sharing more as well as enabling travelling with young children to be possible on public transit (physically as well as information wise).

The Netherlands is confronted with challenges such as traffic congestion, overburdened public transportation, and obesity. These issues could potentially be mitigated by elevating the cycling modal share. To attain this objective, the Dutch central government has introduced a range of strategies aimed at fostering commuter cycling. This study examines one of these strategies, namely financial schemes encompassing the kilometre allowance, lease bike, and 'Fietsplan'. The financial schemes are analysed by creating an extensive conceptual model which is thereafter used to make a comprehensive Social Cost-Benefit Analysis (SCBA). Using both methods contributes to improving the SCBA technique for cycling policies by presenting a well-rounded and extensive assessment of the associated costs and benefits. The results of the SCBA show that the lease bike scheme is the most socio-economically favourable financial scheme. The validity and reliability of the results could be improved by researching the elasticity of the kilometre allowance in relation to the number of additional cycling kilometres, the percentage switcher by different heights of the kilometre allowance and to determine the willingness to pay of individuals for a bicycle to better determine the consumer surplus of the 'Fietsplan'.

This research deepens the understanding of issues of mobility injustice, related to accessibility, in context of vulnerable neighbourhoods in peri-urban areas. Through the use of a case study of a vulnerable neighbourhood in the Hague Southwest, this paper aims to add to the understanding of the mechanisms underlying the causes (accessibility barriers) and consequences (on the opportunities to access valued activities) of accessibility issues from a residents’ perspective, in the context of vulnerable neighbourhoods. This research adopts the Capabilities Approach as a technical tool, which has been gaining attention in considering issues of mobility injustice. Central to this approach is that it puts the emphasis on individuals’ opportunities to access valued activities (capabilities) instead of focusing on realised behaviour. Everyday mobility experiences can be used as an analytical tool to describe the relationship between mobilities and capabilities; it creates understanding in how mobility contributes to, or impedes, individuals’ opportunities to access valued out-of-home activities, and thereby affects one’s well-being. The focus on everyday mobility experiences and capabilities contributes to a deeper understanding of the nature of the problem from the perspective of a group for which currently very little is known. This is considered vital information for the effective design of solutions/policy instruments countering mobility injustice, relevant to accessibility.

Electro-fuels (E-fuels) are a potential zero-carbon fuel option, that are able to reduce emissions from the marine sector. However, e-fuels still face several challenges, as currently, their production costs are high, and the implementation
of e-fuels in the marine sector is still in a research and development phase. Therefore, this study focuses on the impact that implementing an e-fuel has for both the vessel and vessel owner, from a techno-economic perspective. Since this research is performed at Heerema Marine Contractors (HMC), the focus is on large offshore construction vessels.
Through findings obtained from literature research and a case study, a general indication is obtained regarding the impact of implementing an e-fuel on a large offshore vessel. Several KPIs are defined to quantify and evaluate this impact by
comparing them to a fossil base case.

Baggage as a Service (BaaS) is a new concept that aims to separate baggage from passengers to make air travel more convenient. The study aims to analyze its CO2 footprint with four sub-questions guiding the research. The first sub-question is to identify all relevant elements for the BaaS carbon footprint, while the second aims to create a mathematical model to calculate the CO2 emissions of BaaS. The third sub-question involves numerical analysis of a case study of Bagbooking to determine its CO2 footprint, while the fourth sub-question compares BaaS CO2 footprint to that of normal air travel. The main findings present a rich conceptual model outlining two logistics chains for baggage and passengers without baggage, analyzing the emissions sources and transport modes. An Excel model was developed to calculate the CO2 emissions of Bagbooking and the comparison of the fourth sub-question.
The study analyzed the emissions of each Bagbooking customer and identified the sources contributing to the carbon footprint, highlighting the contribution of each stage in the logistics chain. Five scenarios were identified with varying effectiveness in reducing emissions, building on each other progressively to reach the emission levels of normal air travel. The first measure involves optimizing baggage collection and distribution, resulting in a decrease in emissions from the actual +56% of Bagbooking to 46% compared to normal air travel, reduced to +29% by encouraging sustainable transportation. Transporting cargo in the extra space created in the belly hold of passenger flights since the absence of baggage would reduce emissions by -63% compared to normal air travel. The adoption of trains or green modes can further reduce the percentage. Specific recommendations for Bagbooking are included. Future research could use more specific input data, consider the impact of increased BaaS usage, and include factors like failed deliveries and the use of ferries and intercontinental BaaS services.

Delayed maintenance is a major issue in Europe, including the Netherlands. The city of Amsterdam recently started a large-scale maintenance project to renew (renovate or replace) many bridges: an issue that other cities will have to face soon. Decision-making for bridge programming (deciding which bridges should be renewed simultaneously using what strategy) is a contemporary issue. The current decision-making in Amsterdam is not structured; as a result, not all options have been considered, and only a few factors are taken into account. Consequently, this programming has resulted in massive costs and project delays. From the literature review, it can be concluded that no DSS exists that considers all criteria, is suitable for simultaneously planning multiple bridges, and is user-friendly for municipalities. Since it is essential to make an informed decision, there is a need to develop a method to look at decision-making in an integral and systematic sense. Therefore a DSS is designed in this study to support this bridge programming. The DSS will systematically show which main effects play a role, the options a municipality can choose, and their advantages and disadvantages. Moreover, it will reveal the trade-offs a municipality will have to weigh when making its choice. The DSS was designed using a case study, namely a part of Amsterdam. In the end, the expert evaluation showed that the DSS is plausible and leads to meaningful insights into decision-making.

The Flemish government is in pursuit of reaching their mobility and environment goals for 2040 and onwards. Therefore, the Flemish government sees building pipeline infrastructure as an option for transport of liquid bulk goods in the Antwerp – Ruhr trajectory. Pipeline transport is considered as an environmental friendly transport mode, which also offers opportunities to relief the stress on the Flemish transport infrastructure. At present, several pipeline systems operate in this region, though (chemical) companies in Flanders and the Ruhr region request for additional pipelines and capacity. As of 2016 the Flemish government is researching the need and opportunities for additional pipeline infrastructure.
This research contains a cost-benefit analysis (CBA) for assessing the potential gains of new pipeline infrastructure for liquid bulk goods in Flanders. Two types of CBAs are carried out, a social cost-benefit analysis (SCBA) and a financial cost-benefit analysis (FCBA). In the SCBA effects of the project are estimated that have an influence on society, this includes climate change costs, air pollution, but also safety and the loss of space due to the potential pipeline infrastructure. The FCBA addresses the financial viability of the pipeline project, including the investments costs of the project and operational costs among other project effects.
In order to estimate several effects, such as the external effects of transport, the research developed an aggregate mode choice model with limited transport data. Mode choice models can be a tool to support substantiation of the estimated effects in the cost-benefit analysis. The objective is to develop a mode choice model that provides sufficient accuracy to estimate the effects of a cost-benefit analysis, with the limited amount of data and information at hand.
The conducted SCBA concluded that pipeline transport can offer considerable reductions in terms of external effects of transport, which is beneficial for society. Still, there is an important social trade-off between the gains in terms of the reductions in external effects of transport and the effect of the pipeline infrastructure on nature and people. Furthermore, the FCBA shows multiple scenarios in which a competitive transport tariff can be offered to persuade a shift towards to pipeline transport.
However, there is uncertainty to what extent a modal shift to pipeline transport will take place. The followed approach to estimate a mode choice model with limited aggregate data and even missing data can be suitable for exploratory research, still the required assumptions and missing data make the results of the mode choice model prone to under or overestimation of the modal shift. Therefore the main conclusion is that pipeline transport is a potential alternative, however more information and data is required to conclude that the pipeline infrastructure is a cost-efficient option, which is also the foremost recommendation.

With the signing of the Paris Agreement in 2015, 195 countries pledged to reduce the amount of carbon dioxide emissions and other greenhouse gases, as well as to adapt to impacts of climate change. ProRail has set an objective to have emission-free construction sites by 2030, which resulted in the ambition of contractors make a transition to electric construction equipment. In order to make this happen, charging plazas have to be realized to charge the batteries of construction equipment.
However, the increase of renewable energy sources and the rise of electrification cannot always be processed properly by the electricity grid. This is referred to as grid congestion. Options that can relieve the electricity grid and provide construction projects with their electricity demand on time are called alternative energy solutions. These solutions are a rising concept with many promissory benefits. Examples are battery storage, wind energy and solar energy.

In this research project, the impact of alternative energy solutions on charging plazas for construction equipment is investigated. It is determined whether alternative energy solutions are able to fulfill in charging demand of different charging plaza scenarios.

Airports and aviation in general play a crucial role in the transportation network of society. More than 2,500 airports support an annual traffic of 4 billion passengers. However, this number is expected to continue increasing to 8 billion passengers in 2040 according to International Air Transport Association (IATA). At the same time, the climate change phenomenon gained popularity in the society, in which the aviation industry is responsible for 3.5%, and 2% of the CO2 emissions (major contributor to greenhouse gases (GHGs) emissions). If no change is made the share of CO2 emissions are estimated to reach 20% by 2050. Specifically in airports, there is a lack of guidance on how to make the airport’s airside more sustainable. Therefore, this study aims to develop a state-of-the-art sustainable rating system for airports airsides to be able to make the aviation industry more environmentally friendly. This is done based on research from the already existing rating systems for buildings and others considering infrastructures. The focus of the one developed in this study is on the environmental pillar of sustainability from an infrastructural point of view. The developed system was named as ‘Airport Rating System’ and it was found to be a technique that can be applied in a systematic way when designing airsides, making the word ‘sustainability’ tangible.

Urban areas are evolving in terms of their growing population and their developing systems and infrastructure. This evolution brings about concerns regarding social equity, which refers to the fairness of distribution of certain attributes to groups or individuals. Transport equity is one of the dimensions of this issue, and accessibility distribution is a commonly used indicator for its measurement. Such measurements are applied to urban transport systems to analyze the ease of accessing public services and areas of economic activity. With the development of complex network metrics and increased availability of historical data, temporal analysis of transport systems is gaining more attention. Complex network models based on graph-theoretical approaches provide a repeatable means for quantitative analysis of transport systems in terms of accessibility to opportunities. This research investigates the development of transport equity from the lens of spatial accessibility distribution over time and seeks to analyze its evolution using complex network theory. A random walk based accessibility methodology is developed for this purpose. This methodology is tested in a quantitative case-study, where the City of Helsinki is analyzed in terms of accessibility to education opportunities via walking as a travel mode. The results show that the developed methodology is useful for the identification of accessibility distribution, as well as equity evaluation. With the aid of topological network indicators, and spatial analysis of school locations, the effect of transport systems and land use can be distinguished. This method requires a complete data availability for each historical timestep, as well as adaptation of its parameters based on real-world travel behavior and infrastructural changes. Future research should investigate the multi-layer approach with the inclusion of other travel modes in the model. Furthermore, accessibility to other opportunities such as job locations can be tested with this methodology.

This paper investigates the kilometer charge and the potential effects of emission-based differentiation, how this policy is supported among Dutch citizens and how it affects different groups. It investigates the behavioural change caused by the new policy using Dutch stated preference discrete choice data. Two stated choice experiments are performed, one exploring the demand for privately used alternative fuel vehicles and one on the modal shift for one-person trips with varying distances. A mixed logit model was applied to determine to what extent specific groups were price-sensitive to the kilometer charge. We find that well-educated,high-income people, who either frequently use their car or own a business car, are more incentivised by the kilometer charge to purchase alternative fuel vehicles. In general, people value purchase prices over the kilometer charge and range. Moreover, it turns out that these groups are willing to purchase a substantially more expensive car in exchange for a lower variable kilometer charge. By applying a multinomial logit model for all distances in the mode choice experiment, we find that the least sensitive group towards the kilometer charge for a modal shift are high-educated, older, commuting car users that live relatively far away from the nearest train station. Furthermore, the larger the travel distance, the higher The value of travel time savings ranges from 4.44 - 14.00 euro for distances including train and car whilst small city trips with bike and car as mode alternatives have a value of 6.86 euro. The found behavioural effects were used to evaluate the impact of constructed scenarios with varying tariffs for the kilometer charge, ultimately showing that an emission-based differentiation can positively affect tax income and emission savings. Besides that, this implementation form is the most supported by the Dutch population. In addition to these substantial insights, this paper makes a contribution by showing how stated preference discrete choice data can enhance the decision-making of such pricing policies.

More and more people are living in cities. As these cities grow, the benefits of living in them are increasingly unequally distributed. One factor that can turn the tide of glooming urban inequality is equitable access to opportunities. Designing policies for equitable access requires taking into account several components that impact accessibility: (i) land-use, (ii) transportation, (iii) individual needs and opportunities, and (iv) temporal constraints. In this research, the interaction between a novel mode of public transport, microtransit, and the first three components of accessibility is investigated. The accessibility implications of microtransit in the case study area: the Southern suburbs of the Minneapolis-St. Paul metropolitan, are assessed. It is concluded that microtransit manages to reach vulnerable rider groups and interacts with the land-use environment by pairing residential areas with commercial centers. Microtransit also interacts with other modes of transit by adding both extra demand and lowering the demand for ride-hailing and personal car use predominantly. Microtransit rarely seems to replace public transit or walking alternatives. Overall, it is found that microtransit does significantly increase accessibility levels in the case study area and especially impacts groups with low car ownership. Lastly, the benefits of microtransit are more fairly distributed than those of traditional transit in the studied area. This research demonstrates the positive access equity impact of microtransit and suggests further research into choice-riders, the application of microtransit in urban (core) and rural environments, and the interplay between public transit and microtransit, as well as policy interventions for policy-makers and transit providers.

One of the major emitters of CO2 is the aviation industry which keeps growing. A solution to reduce carbon emissions is to focus on Sustainable Aviation Fuels (SAF) such as biofuels or synthetic fuels or to focus on sustainable alternative technologies such as electric-powered or hydrogen-powered aircraft. A literature review is conducted that indicates a lack of scientific knowledge regarding factors on social feasibility of sustainable aviation technologies in the industry. This resulted in the research question: What are the motivations, commitments, and beliefs of aviation stakeholders with respect to promising sustainable aviation technologies? The research used a qualitative exploratory research approach using primary data collecting consisting of semi-structured interviews held with relevant stakeholders in the aviation industry. Exploratory research on the different sustainable technologies has indicated that biofuels are currently the only commercially available SAF, but require feedstock. Therefore, synthetic fuels based on captured CO2 with green hydrogen has currently the most potential for aviation although it is very energy-demanding, it still requires development, and it has an expensive production process.
Based on scientific literature, a conceptual framework is constructed from innovation and business theories on why motivations, commitments, and beliefs are relevant for adoption and whether there are examples in literature. The conceptual framework visualizes the coherence of the theories and presents potential adoption factors but the combination of theories lacked specification, degree of importance, and a concise list of all relevant adoption factors reflected by the industry. Therefore will this research as a relevant scientific contribution, with the use of the conceptual framework, explore and specify relevant motivations, commitments, and beliefs in the industry toward adopting sustainable aviation innovations into the current technological regime.
The interviews that have been held with stakeholders have resulted in multiple specified types of adoption factors regarding motivations, commitment, and beliefs. Within these types are factors determined on their importance as well as factors that can be stated as new interesting knowledge. Based on these factors, the research concludes that over the last couple of years sustainable awareness is increasing a lot and therefore it is one of the most important motivations to start adopting SAF. SAF is becoming more widely known and it is seen that momentum for sustainable transition is being built in the industry. Nevertheless, the research can conclude the implementation of regulations is strongly demanded to create motivation for adoption in the industry. The industry explicitly claims that they require the implementation of blending mandates that cause pressure which is needed to motivate businesses to already start adopting SAF.
The main recommendations to put on the scientific agenda are to do additional similar research including more European countries or on other continents. For policymakers, they need to lay focus on the development of regulations that stimulate the adoption of SAF. For the industry, this research recommends using the specifications of the adoption factors at the negotiation table or as advice for firms as a supportive base to start adopting SAF

Rijkswaterstaat has introduced the two-stage model in the Dutch construction industry in order to reduce risks in large and complex projects (Rijkswaterstaat, 2020a). However, it is also possible that the two-stage model can influence the sustainability of infrastructure projects since the risks are reduced and a different way of collaboration between market parties and public parties is introduced. Nevertheless, it is unknown if the two-stage model makes an impact on sustainability of infrastructure projects. Boskalis Nederland, where this research is performed, is interested in if the two-stage model can make an impact on sustainability of infrastructure projects because of the high relevance of these two topics in the Dutch infrastructure sector. Therefore, the main objective of this study is to explore the impact of the two-stage model on sustainability of infrastructure projects. Taking into account the knowledge gap, the problem statement and the research objective, the main research question is defined as follows: "What is the impact of the two-stage model on sustainability of Dutch infrastructure projects?".

The expectation regarding the impact of the two-stage model on sustainability of infrastructure projects is that the model will offer market parties and public parties more room to discuss, incentivise and implement sustainable solutions in infrastructure projects because of the integral collaboration between the parties in the project team. The impact of the two-stage model on sustainability could be seen when comparing the model to a one-stage collaboration model. For example, a technical specification (which is a one-stage collaboration model), is characterized by having result-oriented specifications prescribed by the public client which results in leaving little freedom for the contractor for sustainable input in infrastructure projects. In contrast, the two-stage model is characterized by collaboration between the involved parties which creates more freedom for input on sustainability from the involved parties. This may lead to a bigger chance to implement sustainable solutions in infrastructure projects. The essential difference between the two collaboration models is the collaboration aspect between the involved parties, which eventually may make a difference in chances to implement sustainable solutions in infrastructure projects.