· · · Institutional Repository

Researchers from TU Delft are trying to help with the construction of an ecocity in China, but cultural differences are turning the project into a hornets’ nest.

Historic preservation is always a hot topic in contemporary city development. The heritage witnessed how human life evolved and how the city developed. The high historical value assembles the city’s spirit and it brings to the human a sense of belonging. However, with urbanization and modernization, the heritages are easily under the risks of being damaged. Since 1980s, China started to pay attention on heritage preservation. The historic buildings, sites and historic cities are continuously added into the preservation objectives. Harbin city is a Chinese city with influences of western culture in its architecture due to its history. The government took actions to preserve these heritages since late 1980s. But facing countless historic remaining, the process of historic preservation planning has many problems which lead to a dissatisfaction of Harbin city. So far, there are 22 legally listed historic cultural districts. Based on their functions, they are divided into 5 types. The three districts having the most problems regarding preservation are covered in this research while the other two with better conditions are left for further study. The main difficulties in historic preservation are stated to provide sufficient knowledge on what is happening in Harbin, namely the decay of historic cultural value, the extensive influence of the government and commercial developers over other actors, and the lack of funding on preservation projects. In order to improve the historic preservation planning system for Harbin, the research deeps into the current situation of Harbin and analyzes two European cases in order to draw lessons. Three main parts in the body of the analysis are inspiration phase, learning phase and the transplantation phase. The inspiration phase contains the current situation and the case introductions, the learning phase contains the case analysis and the transplantation phase is focusing on transferring the merits from cases to Harbin. Five aspects are found to be essential in historic preservation. These are guidance of operation, public participation, supervision in process, coordination with other organizations and money source. The activities of these aspects are discussed in the case studies. And in order to improve the historic preservation planning system in Harbin, together with the local situation and resources, this research recommends five mechanisms. According to Richard Rose’s theories on the alternatives of treating lessons learning, they are adapted to increase the suitability and effectiveness: The research suggests that the experts should come up with a clear and detailed operating guidance for the operators in real work. The public’s involvement and other organizations should be encouraged and stimulated to coordinate in the preserving process. The funding problem can be solved by getting support from central government and the society including rich groups and donations. The mass media should monitor the process in order to ensure the fairness of the process.

Currently there are 20,000 to 40,000 yachts in Kuwait. The majority of these yachts is stored on land because the number of berths in Kuwait is not sufficient to accommodate them all. Besides yachts, there are approximately 1,000 fishing vessels in Kuwait. The facilities for fishermen are not of sufficient quality. To overcome these problems, the Kuwaiti government initiated the development of a master plan for 9 coastal havens on Kuwait coast. Kuwait is located at the northeastern part of the Arabian Peninsula. It is bordering Saudi-Arabia and Iraq and lies on the northwestern shore of the Arabian Gulf. The emirate covers approximately 20,000 km2 and has a population 3.5 million inhabitants. The coastal havens need to facilitate fishing vessels, yachts, public transport vessels, vessels from the national authorities and incidentally vessels that take refuge in one of these coastal havens. Besides the possible locations of the havens, the demand and need for these facilities is an important aspect. The yachting demand potential gives an indication of the expected development in demand of the yachting industry up to the year 2030. There already is a need for berths in Kuwait at the moment. The master plan accounts for 6750 berths in the year 2030, an increase of 4750 berths in 25 years, and a small increase in the number of fishing vessels in Kuwait. The master plan contains recommendations for the proposed development directions and functions that have to be allocated for all coastal haven locations. The complexity of the concept of a coastal haven lays within the fact that it has to facilitate yachts, fishing vessels and somewhat larger vessels at the same time. The facility must be multipurpose to some extent, but other aspects must be kept separate in order to provide all users in their needs and meet their expectations. The design requirements and criteria are applied to one coastal haven location and are translated into three layout alternatives for one coastal haven location. The layouts are evaluated with two hydraulic models. These models simulate the wave propagation from an offshore data point into the wave conditions within the coastal haven basins. The modeled wave conditions are those that occur only once during the life of the coastal haven. The layout has to be such that it can protect the vessels from these conditions. During the modeling it is concluded that the layout needs to be such that the basins are relatively closed off. The acceptable wave height within the coastal haven is very limited, because damage to the yachts and speedboats used for fishing is not acceptable in a coastal haven.

Lack of relevant research has motivated the initiation of this MSc thesis project with the fundamental objective to contribute to the knowledge about a direct or indirect influence of national culture on safety incident reporting in a hazardous industry. The relevance of this topic is related mainly to the fact that the literature review on national culture frameworks stresses the influence of culture on several aspects of social life, including the workplace, where incident reporting is, or should be taking place. It is hypothesized that incident reporting will be influenced, amongst others, by national culture. This hypothesis is supported by the literature review of safety science, which reveals a set of cultural barriers to effective incident reporting. Besides, various studies indicate that underreporting is pervasive in hazardous industries. At the same time, cement industry worldwide admits low safety performance; therefore, an Hellenic based cement producer and worldwide distributor was approached to participate in the study in order to identify the factors that can describe best the workers’ attitudes towards incident reporting and the statistical correlations of those factors with the selected cultural dimensions. For the purpose of this study, Hofstede’s Values Survey Module ’94 and an additional set of questions, which was used in order to identify the respondents’ attitudes towards incident reporting, were delivered and answered by the employees of a cement plant based in Greece. Although the number of responses marginally met the requirements for the selected statistical techniques, the data was analyzed using the Statistical Package for Social Science (SPSS). According to the results of the data analysis, the research sample was found to represent the research population, apart from the number of the production department employees, which was found to be statistically higher than the one in the research population. The scores on Hofstede’s cultural dimensions were also calculated and compared to those found in literature. As it was expected, a deviation between the empirical and theoretical scores was found; however, the results revealed similar patterns between the calculated and the original indices reported by Hofstede. Next, the data analysis revealed two components that describe the perceptions and attitudes of the sample towards incident reporting: “Safety participation, awareness and trust” and “Motivation to compromise safety”. According to the responses, the employees that answered the questionnaire understand the existing safety rules in the plant, know what to do in order to follow those rules, understand that they carry personal responsibility for an accurate implementation and believe in the importance and effectiveness of incident reporting and safety procedures within the plant. At the same time, the respondents show low motivation to compromise safety vis-à-vis other occupational tasks, since they do not believe that it is acceptable to break safety rules and they trust the way management manages safety. In the final phase of data analysis, the strength and direction of the relationships between each of the selected cultural dimensions items and the safety attitude components were explored, in order to evaluate the formulated hypotheses regarding the influence of each cultural dimension on incident reporting behavior. All the hypotheses were rejected. The employees’ perceptions and values towards incident reporting were not related to their cultural values; therefore, any kind of direct or indirect influence of national culture on safety incident reporting was not found to be plausible. Given the fact that the literature review revealed a lack of research on the influence of national culture on safety incident reporting, this research has added a small but important amount of knowledge to safety management in hazardous industries. Considering the limitations that apply to this study, which are also discussed in detail, the proposed methodology can serve as a starting point for a more thorough research project on safety behavior discipline.

In this research, the central objective was to explore how cultural and political factors might affect participatory practices of policy analysis. For this purpose, initially the concept of policy analysis and its evolutionary process from traditional and expert-based approach to participatory style, and role of context in policy analysis in general and participatory policy analysis in particular are studied. Next, the concept of public participation is elaborated through studying the levels and purposes of participation, type of participants, and the methods or techniques of public participation. Afterwards, risk and challenges of participation are enumerated, and a number of "factors of participation (FP)" which are sensitive to politico-cultural context are identified. Thirteen FPs are introduced and classified into four main categories of factors. Next, the cultural and political indicators which steers these FPs are explored. Hofstede's Theory, World Value Survey (WVS) by Inglehart, Schwartz cultural values orientations, cultural study of GLOBE project and Minkov cultural study, are the cross-cultural theories examined in order to extract measurable cultural indicators to explore the identified FPs. Subsequent to the recognition of cultural indicators three globally reputable research projects, namely Freedom in the World Survey, The Economist Intelligence Unit’s Index of Democracy and Worldwide Governance Indicators (WGI), in which governance indexes and democracy indicators are periodically calculated in the national level, are scrutinized in order to identify the most relevant political indicators to this thesis. Exploiting the relation between cultural and political indicators and factors of participation (FP), a framework is developed for each category of FPs. In this framework, each FP is evaluated by national scores of some cultural and/or political indicators, every FP has two poles which are assigned to extreme scores of relevant indicators and are distinguishable by specific attributes. In order to test the applicability of the developed framework, several national cases have been studied utilizing the framework. A comparative case study for a specific participatory method - consensus conference – would be done for some other countries. The case studies show that the framework can effectively explain the influence of contextual factors. Furthermore, the case studies are also helped to revise and improve the framework in a reciprocal process. It is revealed that the framework can provide awareness for policy analysts who want to employ participatory approach. This is in fact the descriptive application of the framework. Moreover, the framework can have the prescriptive application. Although this application should be elaborated in a separate research, the practical application of the framework initiates at the end of thesis. The implication of each FP's attributes is indicated and accordingly can guide the analysts to select and adapt the purpose and method of participation. Some relevant features of known public participation methods are introduced and a tentative example of practical considerations is demonstrated. The research concludes with an indication of the considerations about the research/framework and gives some suggestions for future research.

In response to the abandonment of monetary targeting, Inflation targeting (IT) has emerged as a dominant monetary policy framework in both industrializing and industrialized countries. The framework was aimed to provide a new anchor for conducting monetary policy, and the theoretical underpinnings of this framework are based on two things: First, the IT model provides a core mechanism where the interest rate is being used as a policy instrument to achieve a low and stable inflation. Second, institutional aspect of this policy provides guidance towards an independent central bank that is argued as a way to gain a central bank’s credibility. However, the claim is not free from criticisms; some economists view this policy is implemented at the cost of low economic growth and high unemployment. This research is aimed to provide a deeper analysis on Inflation Targeting framework by addressing its two theoretical foundations: First, the standard IT model is being assessed by considering a missing variable namely labor productivity. Second, the institutional analysis is employed to explain the implementation of IT in a - typically developing - country (i.e. Indonesia), and since the IT policy follows a type of transplanted policy (from International Financial Institution to Countries), the adoption of IT policy is evaluated under the institutional transplantation perspective. As a conclusion, IT policy is not costless, the cost is not only in term of losing output but also in term of losing labor productivity, and the institutional analysis showed that the adoption of IT by a country does not increase the credibility of a central bank.

Various authors propose that half of the national and cross-border mergers and acquisitions (M&As) fail to achieve their prior-set targets. One of the most cited cause of failures is ‘culture clashes’. The ‘socio-cultural issues’, as they are in mostly cited, are believed to influence the integration of acquisitions and the overall success of the combined organizations. However, the direction of influence is not always clear for all the identified factors. This research is focusing on technology-driven acquisitions and on the socio-cultural issues that appear during the integration period of such firms into the acquiring large organization. The sponsor of the research is Philips International, through its New Venture Integration department. The research was organized as follows: firstly, a literature review was conducted, in order to identify the most important socio-cultural issues that appear in the post-acquisition period and their influence on acquisitions’ success. Then, a conceptual model of factors and interrelations was developed. This draft model tackles acquisitions in general, not only technology-driven deals, due to insufficient literature on socio-cultural dynamics characterizing the latter. The initial model was further improved after collecting empirical data in ten Philips’ technology-driven acquisitions. The empirical data was analyzed after being transcribed and coded with the help of the MAXQDA software package. The findings helped the researcher improve the initial conceptual model, as technology-driven characteristics are taken into considerations. Finally, the improved scheme of socio-cultural factors and interrelations was tested against the opinions of various external and internal experts: post-acquisition managers from Philips, two other corporations and two consultancy firms. The resulting model proposes that, among the socio-cultural factors that appear in the post-acquisition period, organizational commitment has a central role: all the other identified socio-cultural factors should be tackled in the direction of improving organizational commitment (i.e. changing the employees’ psychological contract towards the new organization). This offsets the role of cultural differences in the post-acquisition period. In other words, this research proposes that it is not the cultural fit that makes or breaks the deal, but the commitment of the resulting organization, towards achieving its vision of the future. Other important factors identified in the model were: communication, leadership commitment & skills, a shared vision of the future and cultural awareness. Cultural factors cannot easily be disentangled in practice from other social factors. Also, solving various cultural issues in the post-acquisition period is possible only after accounting for these other factors. Another insight is that the so-called ‘cultural clashes’ can originate, not from the existing cultural differences themselves, but from exercises of power from the acquirer’s side.

In this thesis the current anchoring situation, especially in terms of occupancy and space use within anchorages, in the anchorages in the offshore approach of the port of Rotterdam in assessed by means of data analysis of historical data. Using this data analysis as input a stochastic simulation model is constructed in MATLAB to assess occupancy and evaluate capacity in these anchorages. With the contructed simulation model the current anchoring situation in the anchorages in the offshore approach of the port of Rotterdam is modelled correctly and accurately, and furthermore the model is generic and hence can be used by many other ports as well.

The increasing concerns about global climate change and rising environmental pressures have prompted countries and cities to explore new sustainable development pattern. The concept of eco-city has been proposed as a potential sustainable urban solution. China as the most populous country in the world, is especially challenged by its rapid urbanization and environmental degradation, and has launched a number of eco-city initiatives in recent years. Among them many are eye-catching bilateral collaboration projects with the engagement of international partners. The growing trend of Sino-foreign eco-city initiatives give rise to the main research question of this study: “What is the role of bilateral collaborations in Chinese eco-city development?” This question is further divided into three sub-questions, among which the first sub-question intends to categorize previous Sino-foreign eco-city collaborations based on distinct features observed through an investigation on eight previous Sino-foreign eco-cities. The second sub-question focuses on the critical success factors influencing bilateral collaborations in Sino-foreign eco-cities at political/institutional, organizational, and individual levels. Finally based on the lesson drawings from previous experience, the study intends to answer the question of what a viable Sino-Dutch collaboration alternative could look like in Shenzhen International Low-carbon Town. Qualitative research methods including case study and comparison are used in the study. Case studies on eight selected Sino-foreign eco-cities present detailed empirical information and analysis systematically. Following the case studies, three types of bilateral collaborations in previous Sino-foreign eco-city projects were concluded: client-provider/designer type collaboration, intergovernmental agreement based collaboration, and JV-based collaboration under joint supervisory board. Based on the case studies, a framework of success factors influencing bilateral collaborations in Sino-foreign eco-cities is also established. With the lesson drawings from previous experience and specific analysis for Shenzhen International Low-carbon Town, two potentially viable Sino-Dutch collaboration alternatives including the cultivating and sufficing collaborations are proposed. Finally, some general findings across the cases are discussed and summarized in the paper. This study intends to fill in the literature gap in international bilateral collaborations in eco-city development by focusing on China’s experience. Besides, it also can contribute to the academic and professional community by making an inventory of existing Sino-foreign eco-city projects. The empirics and findings in this study can also shed light on the design of future bilateral collaborations in Chinese eco-city development with proper adaptations.

A moored vessel can experience large motions when agitated by waves. As a result, mooring lines risk breaking, the ship becomes a dangerously uncontrolled object, but most importantly unloading and loading the ship is made impossible. From an economic perspective, it is thus important to determine vessel motions due to waves at a berth. A suitable method including this in a port design would prevent an unexpectedly high inoperativeness of a built quay. The determination of vessel motion is, however, not an easy matter; wave penetration in a harbour is not easily simulated due to its complex geometry and bathymetry. This is further complicated by the high influence of low-frequency waves. These waves, especially bound low-frequency waves, impose a strict demand on the used method. The method used in the present thesis is a chain of the Boussinesq-type model Triton (Deltares) with the panel-method diffraction model Harberth (Van der Molen) and the time domain vessel motion model Quaysim (Van der Molen). This chain adequately takes into account the non-linear wave component, having an important influence on the motion and provides a complete indication of the relevant processes, using a single model chain. An example of the aforementioned problem is the oil berth A in the Port of Leixões, Portugal. This berth experiences a mean inoperativeness of 23%. Within the present thesis, this case has been elaborated both to obtain an insight on the origin of the problem as to assess the potential of the model chain for practice-driven engineering activities. The application of the model chain has been restricted by the limited amount of available time and the results of the validation of the diffraction and motion model. [Validation results] Due to a discrepancy found between the measured and theoretically expected low-frequency energy content, the wavemodel's wave input used in the validation has been defined on the boundary using a measured timeseries. This improved the global reproduction of the low-frequency wave energy content. It is expected that the discrepancy, the high amount of low-frequency energy in the physical scale model basin, is due to the control of the wavemaker, in which this energy has been overestimated. Using the vessel motion a priori, without using physical measurements for calibration, is limited too. The sensitivity for fender friction on the surge-motion, a very relevant motion for loading and unloading vessels, induces a high inaccuracy in case of uncalibrated settings. [Case study results] The study regarding berth A, Leixões, shows that the quay is relatively unprotected for low-frequency waves. Their wave height is considerable with respect to the imposed low-frequency wave height (approximately 60%), particularly due to the profound shoaling towards the beach and the reflection off the beach. An added value of the models used in the present report has been shown by including the harbour basin of the Port of Leixões. The occurrence of seiching is recognized and spatially analysed using a method developed within this project. The energy of these eigenwaves and their nodal patterns are an indication of a significant influence of these waves on vessel motion. Finally, the wave model indicates a current caused by wave-driven setup. The influence thereof on the quay is likely, although the magnitude of this current in reality needs to be verified. [Applicability of the method] The method used in the present report adequately takes into account the relevant wave processes. Vessel dynamics are properly accounted for too, allowing the inclusion of reflections off the quay wall and non-linear mooring line forces. To be applicable in practice-oriented applications, improvements of the method are necessary, especially with respect to the robustness and computational speed. Nonetheless, the method has shown its added value in the presented application.

The last 30 years saw an enormous increase in communication technologies and services. The world has become a smaller place due to Internet, computers and mobile phones, which enable people to communicate from anywhere quickly and effectively. Along with these changes a new industry, the Information and Communications Technology Industry (ICT), has grown as a result of the merging of Information Technology and Telecommunications industries. The ICT industry has a complex structure as it incorporates industries that produce very different products and services that must interact together to provide the end user with a complete, functioning product and/or service. Martin Fransman has mapped the ICT industry with a layer model with a vertical chain structure. In this model customers are located at the top with the industries providing products and services piled on top of each other as can be seen below. Layer Industry Example 6 Customers 5 Applications Amazon, eBay, Skype 4 Navigation & Middleware Google, Microsoft 3 Connectivity AOL, Tiscali, Alice 2 Network Vodafone, KPN, AT&T 1 Equipment & Software Nortel, Lucent, Nokia Table 1: The Infoc-ommunication Industry – A layer model (Fransman, 2001) Telecom Operators, who provide connectivity (e.g. Internet, Telephone, Mobile Phone etc.) to customers and industries, are located in the second and third layer of the Fransman Layer Model. Their services are vital for the entire ICT industry, yet despite their strategic position they currently face profit erosion. The diffusion of the Internet among customers allows industries in the upper layers (4-5) to provide services previously exclusive to Telecom Operators, for example Voice Over IP (e.g. Skype), in addition to new services such as video-on-demand. Customers demand increased bandwidth to use these services requiring infrastructure investments by Network Operators, who simultaneously face profit losses due to horizontal and vertical competition. This particular situation is the so-called Telecom Operators Dilemma: increased network traffic on one side and decreased in profits on the other. To make a comparison, it is similar to the relationship that exists between car manufacturers, road builders and petrol companies. Without roads cars would be useless, without fuel cars would not be able to function, and without cars there would be no need for roads. This results in a situation where these three industries are closely related and interdependent on each other. In the ICT industry, telecom operators function as both the road builders and petrol companies investing massively on building roads in order to make money off of fuel sales. The problem is that in the ICT industry car manufacturers are building faster, fuel efficient cars and the clients who buy these cars are demanding bigger and better roads. This results in road builders needing to provide better roads with less profit due to petrol market erosion. To fight this market erosion, Telecom Operators are attempting to integrate vertically into the value chain by merging with and acquiring stakes in different sectors of the ICT industry in order to become integrated ICT providers. Vodafone,a telecommunications company based in the UK, is active in more than 30 countries with 371 million customers. Similar to other telecom operators, Vodafone is looking to avoid becoming a so-called “dumb bit-pipe” and one of their strategies is to become a “Unified Communications” provider. Unified Communications (UC) is an industry term used to describe all sets of products and services aiming to break down the barriers preventing people from using different modes of communication, media, and devices enabling them to communicate to anyone, anywhere, at any time. This thesis will investigate the role Telecom Operators play in the deployment of Unified Communications. As part of this thesis a case study on Unified Communications has been performed with Vodafone Netherlands. The subject of this study was to determine the possibilities and potential solutions for implementing and integrating Microsoft OCS/Lync (a UC solution created by Microsoft) with Vodafone Office Voice, Vodafone’s fixed voice offer for enterprises. Given the problem description a main research question and three sub-questions have been formulated: MRQ: What role can telecom operators play in the deployment of Unified Communications? SRQ1: What role can Vodafone Netherlands play in the provisioning of Microsoft OCS/Lync? SRQ2: What are the key features of Unified Communications for telecom operators? SRQ3: How can telecom operators use their know-how to deliver Unified Communications? To answer these questions case study methodology has been used together with literature research. To structure the research the STOF Business Model framework has been chosen for its strong focus on service design and the value network. The STOF business model is a framework that emphasizes the importance of a holistic approach in analyzing business models and consists of four interrelated domains: Service, Technology, Organization, and Finance (STOF). The scope of this thesis is not to create a complete business model, but to analyze Unified Communications the role telecom operators play in relation to it. Due to the limitation of the data available, this thesis will not investigate the financial domain of the STOF model. The STOF framework has been applied in two different parts of this thesis. First, in a case study to analyze a new service that Vodafone Netherlands is planning to launch by structuring Vodafone’s current proposition and then improving it with a step-by-step approach (the STOF Method). This resulted in managerial findings, an answer to sub-question one and important implicit knowledge that contributed to the second part of the thesis. The STOF framework was then used together with the Fransman Layer Model to re-define and analyze Unified Communications from the perspective of a Telecom Operator. This analysis, together with the implicit knowledge acquired from the case study, provided the necessary information to conclude the research and answer the main research question and its sub-questions. In response to the first sub-question the research has identified two network architectures for Microsoft OCS/Lync that would lead to two different roles for Vodafone. With the “on customer premises OCS/Lync” architecture Vodafone would play a marginal role in UC provisioning, while with the “Hosted/Managed” architecture, Vodafone could become a Software/Platform as a service provider giving it a leading role in the provisioning of Unified Communications to customers. In response to the second sub-question telecom operators were found to provide three key features for Unified Communications: connectivity, both fixed and mobile; presence information, mainly telephony status information; and single number, a unique number for every phone the user owns. In response to the third sub-question the research identified two ways in which telecom operators can use their knowledge to deliver Unified Communications. First, their extensive experience in dealing with business customers can help in delivering complete and customized UC solutions. Second, telecom operators can enter a new market and become Software/Platform as Service Providers delivering full ICT solutions. The main research question has been answered by identifying three roles for Telecom Operators in the deployment of Unified Communications. First telecom operators are fundamental for the provisioning of some key services such as connectivity, presence and single number. Second, they can play a leading role in the provisioning of Unified Communications by providing tailored UC solutions to customers. Third, they can become SaaS/PaaS providers and play an active role in the UC industry.

The space in the Port of Rotterdam is getting scarce due to the growth of the port. This is the reason why the port authority shows the ambition to intensify the space in the port. The EMO-peninsula on the first Maasvlakte is one of the areas in the port where there is a lack of space. There are three companies who are based on the peninsula. These are: EMO (dry bulk terminal), Electrabel (new coal/biomass power plant) and Gasunie (small LNG-storage). The lack of space on the peninsula is caused by: enlargement of a port basin, the new coal/biomass power plant and the expected growth of EMO. A capacity analysis shows that the EMO-peninsula is indeed short of space. The focus, of the intensification of space, is laid on the dry bulk storage of EMO and the handling and storage of biomass on the peninsula. All the alternatives to increase space capacity are generated by a brainstorm. The alternative keerwand (see picture) is elected as the best solution for the dry bulk storage problem of EMO. For the handling and storage of biomass, the best alternatives are the same as the current ideas. That is why only the alternative keerwand is developed and looked at in this study. Alternative keerwand The alternative keerwand contains of a retaining wall on both sides of the storage to enlarge the volume of the storage. Moreover, the volume will also be increased by adjusting the machine that is used for stacking and reclaiming the dry bulk, this machine is called the kombi. This will lead to more storage volume on top of the storage. The alternative shows benefits on different levels. These are: gain in space, financial positive, technically feasible and environmental attractive. The keerwand alternative results in a gain of space of 15,3%. The investment and the operational costs are relatively low. The construction of the retaining wall and the transformation of the kombi are technically feasible. Because of the relation between the surface and the volume of the storage is small, dust will be reduced to a minimum. A disadvantage of the alternative is the freedom of movement of shovels and dumpers. They have to drive around the construction to reach their destination. In comparison to many other alternatives to increase storage capacity in the port, this study proves that space intensification (keerwand) is really interesting for a dry bulk terminal. It is even more attractive than expanding or move the terminal to a new location. Especially the financial benefits are very positive. The investment and operational cost are considerably low. The most important argument against this alternative is the limited freedom of movement. Space intensification EMO-schiereiland The main conclusion of this study is that space intensification on the EMO-peninsula is feasible and interesting. By the use of space intensification there is no necessity for companies to expand on another location outside of the peninsula on the first Maasvlakte. The study “Space intensification EMO-peninsula” contributes to the ambition of the port authority of Rotterdam to intensify the space in the port.

Container traffic has grown exponentially since 1980 and has become a reliable and efficient means of transportation of goods. In addition, world wide containerization and the availability of cheap and frequent container transport to all corners of the world have had a profound influence on industrial production, transport and the environment. All these aspects result in increasing the pressure on container terminals to provide good service to shipping companies. The Royal Haskoning Maritime Division (hereafter, RHMD) deals internationally with development of different types of terminals such as container, liquid and dry bulk. Due to involvement of numerous stockholders in a port planning project, different design concepts may be considered to satisfy interests of different stockholder; therefore, various scenarios should be studied quantitatively. As an international maritime consultant, it is of crucial importance to own a simple and cheap tool to estimate the dimension of a container terminal. The goal of this study is to develop a tool for engineers to prepare concepts of terminal layout, and estimate the required areas of those concepts, for sake of comparison, for design of a new container terminal. Container terminal design is divided into “waterside” and “landside” areas. Waterside consists of a quay for serving vessels. Landside consists of a storage yard for stacking containers and a hinterland area for serving truck and trains. The developed package, in two consecutive steps, first, accepts the waterside, landside and cost estimation information, such as terminal throughput, downtime, stack occupancy, and second, requires the possible equipment concepts, such as ship to shore cranes and reach stackers etc. Based on the above input data, the performance of the terminal concepts is quantitatively evaluated. Eventually, the dimensions of the container terminal yard are presented. The container terminal design tool is verified against two formerly performed projects (in India and Guatemala) that have been successfully designed at RHMD. The validation showed good performance of the tool, with justified differences compared to actual designed values. As a case study, the package is also applied on design of a container terminal for a port in Angola. In this case study, four different scenarios and their impacts on layout dimensions are considered and analyzed.

Volgens de Waterwet dienen elke zes jaar de Hydraulische Randvoorwaarden (HR) te worden vastgesteld. De HR bestaan uit hoogwaterstanden en golfrandvoorwaarden voor de toetsing van waterkeringen gegeven overschrijdingskansen welke in de wet zijn vastgesteld. Ook voor waterkeringen in havens en afgeschermde gebieden dienen de HR vastgesteld te worden, maar mag er rekening worden gehouden met een reducerende invloed als gevolg van de geometrie en de bathymetrie op de belasting door golfrandvoorwaarden. Voor het bepalen van de reductie van de golfrandvoorwaarden schrijven het Voorschrift Toetsen op Veiligheid (VTV, onderdeel van het wettelijk toetsinstrumentarium) en RIKZ (2004) een driestappenschema voor waarbij van grof naar fijn wordt gewerkt. In het schema moet worden overgegaan op een volgende stap als blijkt dat de te toetsen kering niet voldoet aan de gestelde veiligheidseisen bij de belasting uit de betreffende stap. Elke volgende stap levert een nauwkeuriger, betrouwbaarder en scherpere golfrandvoorwaarde op ten opzichte van de vorige stap. De eerste stap voor havens en afgeschermde gebieden wordt gevormd door het toepassen van ongereduceerde golfcondities en is het meest conservatief. De tweede stap bestaat uit het toepassen van het eenvoudige spreadsheetmodel ‘Golfbelasting in havens en afgeschermde gebieden’. De laatste stap in het bovengenoemde schema is de toepassing van numerieke modellen. Het spreadsheetmodel uit de tweede stap is vooral ontwikkeld voor simpele havengeometrieën en het gebruik is alleen toegestaan wanneer aan een aantal voorwaarden wordt voldaan. Een probleem is dat deze voorwaarden tot nu toe zijn gebaseerd op theorie en nog niet zijn geverifieerd aan de hand van metingen. Hierdoor is het niet duidelijk waar de werkelijke bruikbaarheidsgrenzen liggen van dit model en wanneer moet over worden gegaan op de derde meest gedetailleerde stap. De keuze welk numeriek model moet worden toegepast in de derde stap wordt overgelaten aan de gebruiker. Maar doordat modellen verschillende eigenschappen hebben, is een model niet altijd voor alle situaties geschikt voor het correct bepalen van de gereduceerde golfrandvoorwaarden. Door bruikbaarheidsgrenzen te formuleren voor numerieke modellen welke aangeven in welke situatie de modellen correcte antwoorden geven, zou deze keuze veilig en gefundeerd gemaakt kunnen worden. Onderliggend onderzoek is uitgevoerd om te bepalen binnen welke grenzen het spreadsheetmodel, SWAN (spectraal energiemodel) en Pharos (mild-slope model) geschikt zijn voor het modelleren van de indringing van golven in havens en afgeschermde gebieden en leiden tot conservatieve antwoorden. Hierbij is gefocust op havens waarvan de geometrie op het grensvlak van complex dan wel niet-complex ligt. Het effect van wind op golven niet beschouwd voor een zuivere vergelijking van de modellen. De modellen zijn toegepast op diverse cases en de resultaten zijn vergeleken met schaalmodelmetingen en resultaten van een meer gedetailleerd numeriek model. Ook zijn tests uitgevoerd waarmee de gevoeligheid van de modellen voor enkele hydraulische en numerieke aspecten is onderzocht. Op basis van de cases en de gevoeligheidstests is een oordeel gegeven over de prestaties van de modellen en zijn bruikbaarheids-grenzen opgesteld. Met het onderzoek is aangetoond dat het spreadsheetmodel waarschijnlijk breder ingezet kan worden dan de huidige richtlijnen doen voorkomen. De resultaten van het model blijken conservatief ten opzichte van gemeten waardes of numerieke modellen in situaties waarvoor het spreadsheetmodel is ontwikkeld. Echter ook in situaties waar het model oorspronkelijk niet voor ontwikkeld is, zoals havens met sterk reflecterende randen en/of veel afgeschermde gebieden, blijkt het spreadsheetmodel conservatief. Door het breder in kunnen zetten van het spreadsheetmodel kan tijd en geld bespaard worden op het gebruik van rekentechnisch duurdere en arbeidsintensievere numerieke modellen. Voor SWAN en Pharos is vanuit de opgestelde bruikbaarheidsgrenzen een schema afgeleid waarmee een onderbouwde keuze kan worden gemaakt uit de twee modellen. Pharos blijkt hierbij het breedst inzetbaar en SWAN vooral in een haven met een open geometrie welke belast wordt met een kortkammig golfspectrum. In dit laatste geval is het in SWAN missende golfproces diffractie van minder belang en komen de berekende golfpatronen van SWAN en Pharos sterk met elkaar overeen. SWAN geeft in dit geval over het algemeen wel conservatievere antwoorden. In alle andere gevallen zijn de prestaties van SWAN matig tot slecht door de afwezigheid van diffractie. Zo zijn de prestaties van SWAN matig in havens met veel afgeschermde gebieden welke belast worden met een kortkammig spectrum. Voor dit type haven wordt het aangeraden SWAN alleen te gebruiken om een eerste impressie te krijgen van het lokale golfpatroon. In havens welke belast worden met een langkammig spectrum levert SWAN slecht en wordt de toepassing van het model afgeraden. Bovenstaande conclusies zijn gebaseerd op een beperkt aantal cases. Aanbevolen wordt in een vervolgstudie de huidige dataset uit te breiden om de opgestelde bruikbaarheidsgrenzen nader te onderbouwen.

The port of Beira is an essential driver for economic growth in Mozambique. Its location, with strong connections to the hinterland, creates a promising future for the further development of the port. The port authority requires a new port master plan in order to optimise throughput over available ground and (wet) infrastructure, and to extend its capacity in the coming decades. This report presents in structured way the development of a new port master plan for the Port of Beira. In Beira, waiting times are known to be very long and the port authorities have the desire to improve the port performance on this matter. Therefore a Harboursim model of the present situation of the Port of Beira is built, which is used to simulate the maritime traffic. For Beira Port, processes are added to the Harboursim model code to make a good representation of the reality. Furthermore, the Harboursim model is improved, by fixing errors in the model code. The adaptions made in the code are generally applicable for all future Harboursim models. This study is a case study for the ‘Adaptive Port Planning’ (APP) framework, which is an addition to the master plan development. Using the framework, differences in the robustness of the master plan alternatives are determined. Furthermore, the robustness of the chosen alternative is increased, because actions for dealing with the vulnerabilities and opportunities associated with each alternative are determined.

China is changing fast. Large infrastructure and construction projects turned China into the world’s largest importer of heavy construction equipment. Many projects are built in a very short period of time. Most observations outside of China are referred to fast prestigious projects such as Beijing Olympics subway, Beijing International Airport Terminal-3 and Shanghai Pu Dong International Airport with beautiful designs, grand structures and short construction time period are practically not the complete picture of building infrastructure in China. In fact, plenty of infrastructure projects took long time duration of decision making process on Chinese large infrastructure projects. Therefore, the main research is to answer the following research question: What are the critical factors that explain time duration of the decision making process on China’s large infrastructure projects? In order to answer this question, three major methods are used: desk research, interviews and case study. The desk research includes documentary studies of the related institutional reports, official white papers and academic research for general information. The interviews are conducted by face to face interview, telephone interview and online interview, which can provide detailed information and data which are difficult to be found from document study. The case study is focusing on one single case, Harbin subway project, which is explained from two decision making perspectives generated from theoretical research: project perspective and process perspective. Factors explaining long time decision making duration of the selected case will be explored based on both the analytical process by applying theoretical framework and the output that how much theoretical framework can apply on the decision-making process of the selected case. Based on the case study, certain of factors are identified as critical to explain time-duration of decision making process on large infrastructure projects in China. They are 1)insufficient power results in inefficient progress, 2)absence of entrepreneurs and absence of coupling, 3)closed national policy window, 4)strategic behaviors among interactions, 5)interminable application procedure on Chinese large infrastructure projects, 6)strategic choice to urban infrastructure services instead of new infrastructure construction project, 7)frequent personnel changes of mayor position, 8)tense economic interference and a tight link between national economic development and infrastructure investment and 9)the changing cognitions of Chinese residences. At last corresponding learning points drawn up as: 1) under Mao’s regime, decision making process presents the most significant characteristics from the project perspective; After Deng’s economic reform and power decentralization, certain characteristics from the process perspective emerged at the municipal government and central government still presents limited characteristics from the process perspective. 2) The characteristics of decision making process on economic infrastructure project as Harbin subway case are varied from that of the national mission project and image project. 3) Different municipal power status and regional deviation result in different speed of decision making process.

In recent years, Latin America has experienced a rapid urbanization process, which leads to the increase of transportation demands in their main cities. In light of this, governments are working to enlarge infrastructure in the transport sector. However, some limitations such as the availability of public funds for enormous investment in these projects make it impossible for the government to promote new projects. These constraints have led some countries to develop agreements with private partners in order to promote new delivery methods such as Public-Private Partnerships (PPP) in the transport sector. This new approach has been used in different regions including Latin America. Peru, with its urban rail project - Lima Urban Rail - is using one of the schemes of PPP, but with peculiar characteristics that have not permitted to finish the project since 1986. Other countries, such as Argentina and Brazil, have already had a history of PPP in the same sector, but with discouraging results. PPP also carries many new challenges for transportation projects. Thus, achieving success in this area and specifically knowing what influences the success of PPP projects, is not a straightforward task. In other words, this research aims to know the path to achieve success in PPP projects in Latin America through the study of the most influential factors. Therefore, considering this motivation, this research first studies the theory of Public-Private Part- nership (PPP). In this context, the analysis of the benefits and detriments of PPP are examined in detail in order to understand the issues that first hinder the success in these projects. Moreover, the definition of success in our environment is defined in relation to the different phases of the project (Contract Success, Implementation Success and Post-Implementation Success). This is particularly important because it allows us to create a new theoretical framework of the most important factors that influence the success of a PPP project. In other words, a set of factors related to the context and to the project itself are extracted by theory providing the creation of a framework of important factors in PPP. They served as input for evaluation through the different cases of studies. Thus, in order to evaluate this framework, we examinated four PPP cases in the urban rail or subway sector in Latin America. These cases correspond to subways/urban train of the cities of Rio de Janeiro, Sao Paulo, Buenos Aires and Lima. This analysis was focused on the study of the relevant factors which can produce or disturb successful projects in Latin America. Moreover, the review of the main characteristics produced important reflections on our work. First, the Latin American plan lacks a long-term vision for the durability of their projects. Most of the Latin projects failed to provide an acceptable quality of service after some years of implementation. Transport failures embrace problems in the frequency of the trains, bad maintenance of stations and poor security personel. Some of the sources of these issues are encountered on the lack of funding guarantees to support the durability of the project and the poor monitoring system of some PPP units. Secondly, three factors were found as critical in all the phases of a PPP project: Institutional & Legal Environment, Political & Socio-Economic Environment and Risk Allocation. The Institutional & Legal Environment of Latin countries is characterized by the lack of transparency law, independent judicial system but with some progress in unifying PPP laws. The Socio-Economic Environment is distinguished by the volatility which can reach long periods of economic growth but also long periods of unexpected economic crisis. The Risk allocation is still a challenge that can affect the total duration of a project. Thirdly, a new set of framework which fits in the Latin environment was contrasted, making real recommendations for the Peruvian government and general suggestions for Latin governments. These findings gave new light upon the success of PPP projects in Latin America. Among the most important recommendations in order to achieve success, we can advise the Peruvian government to create a new guarantee fund in order to deal with possible economic crisis. The Peruvian economy can be very changeable and thus the government should be prepared to face any probable economic risks. Moreover, the congress should also work on establish a new transparency law in PPP projects. The information of all the phases of the project should be opened to public in relation to the different phases of PPP. Public participation is important on the acceptance of high-investment projects, thus it should be included in the process of the projects. Furthermore, an independent monitoring system for the long-term of the project is a “must”. The research showed that the long-term duration of a PPP project in Latin America can not be easily achieve due to the lack of monitoring methods through the life of the project. Additionally, we also suggest to the Latin governments to see PPP as a new model for the market. Some of the projects are done independently without looking at previous experience and thus the same mistakes are made. Projects can be an example of new ones, creating a new market for other cities. Finally, government should also give some incentives or penalties in order to deter private parties from strategic behavior, providing stimulus to accomplish their goals. These are feasible recommendations in the specific Lima case and general Latin projects, however it will also depend predominatly on the commitment of the parties to overcome the detriments of PPP projects. Taken the definition of “success”, emphasizing on the context-related factors and risk allocation and using our created framework, recommendations based on the most important factors influencing the different parts of the projects are put forward, aiming at building up an efficient transport environment for Latin America and in the case of Lima.

Deze studie bestaat uit een vooronderzoek, gevolgd door drie deelonderzoeken. Vooronderzoek (deel I): Van de Noorder- en Zuiderhavendam te Hoek van Holland wordt nagegaan wat de ontwerp- en uitvoeringsfilosofie geweest is. Dit onderzoek richt zich met name on: 1 - de ontwikkeling van het dwarsprofiel. 2 - de dimensionering van de bekledingslaag van betonkubussen. Deelonderzoeken (deel II, III en IV): II Schade-analyse: Teneinde tot een uitspraak te komen over de feitelijke stabiliteit van de gebouwde dammen wordt onderzocht: - of er schade aan de dammen is opgetreden en of deze gerelateerd is aan opgetreden stormen. - welke schademechanismen ten grondslag kunnen liggen aan een eventueel falen yan de dammen (foutenboom). - of de ontwerprandvoorwaarden aanleiding geven tot een reëele schadeverwachting. - of andere benaderingen tot meer inzicht in de stabiliteit leiden. III Toetsing kruinhoogten: Eén der belangrijkste ontwerpvariabelen: de kruinhoogte van de dammen, wordt getoetst aan de functies die de dammen vervullen. Deze variabele bepaalt in belangrijke mate de kosten van de dammen. IV Meten aan de dammen: Om effectief onderhoud te kunnen plegen moet schade waargenomen worden. De mogelijkheden en beperkingen van verschillende meetprincipes worden onderzocht teneinde een geschikt meetprogramma voor de dammen te verkrijgen.