Rotterdam has to reduce emissions and different interventions are being implemented to contribute to the mission of achieving a sustainable, energy-efficient Rotterdam, with improved air quality. An unidentified intervention is the implementation of a car-free city centre which might be perfectly applicable in the specific case of Rotterdam. This research will focus on the societal feasibility of a car-free application and important monetary elements defining the feasibility. Based on insights derived from gained results, lessons can be learned for future developments. Therefore, the following research question will be researched: Which policy lessons can be learned from societal cost-benefit results of a car-free city centre intervention in Rotterdam? Car-free project alternatives are created as input for a Cost-Benefit Analysis (CBA). Valuated effects are incorporated in the CBA per project alternative to approach important effects and the societal feasibility of a possible car-free implementation. Based on the attempted CBA estimations, a car-free city centre is not feasible in each given project alternative. However, the CBA results can be used as a design instrument by using insights, derived from created configurations wherein input variables are altered, to create a more optimal project alternative. Travellers value car utility highly resulting in major costs. Major benefits can be achieved by an increased amount of commuters switching from the car to the bicycle. In order to create a more optimal project alternative, it is advisable to stimulate public transport usage and reduce the loss on car utility related effects and thereby be traffic-calm instead of car-free.

In a multimodal network with the bicycle as core, the design of the network is based on the use of the bicycle as access and egress mode. With the bicycle as access and egress mode instead of walking, travellers can travel much larger distances to bus/tram/metro (BTM) stops and train stations while having about the same travel time. This will make it possible to use fewer BTM stops, stations and transit lines, which will save travel time and operational costs. However, to which extent does this occur? This thesis “Multimodal network with the bicycle as core” is made to know more about the effects of using the bicycle as access- and egress mode in a multimodal trip on aspects like travel time, modal split and operational costs. The main question is: To what extent does a multimodal passenger transport network with the bicycle as core reduce the total travel time for most travellers and increase the modal split for (multimodal) transit trips, without high investment- and operational cost. Based on the findings of the literature study and remaining research gaps, several theoretical scenarios were made. In these scenarios, different combinations of bicycle catchment radius values and (multilevel) BTM service outlines were made. After applying these combinations, its effects on the (experienced) travel time, (experienced) connection quality, and costs were calculated. The results indicated, that an ‘asymmetrical’ catchment area combined with an one-level BTM service outline created the most potential for applying into a multimodal network with the bicycle as core. When travellers have to travel to a BTM stop in the opposite direction of their direction, the catchment radius should be 1000 m. Larger radius values had a too high negative impact on the travel time. If the stop is in the same direction as the destination, a catchment radius of 2000 m still had a positive impact on the travel time. Also, the results confirm that a bicycle-transit trip combination creates a lower travel time and operational costs compared to walking. The last part was as case study called Utrecht Science Park (USP). In this case study, a multimodal network with the bicycle as core was designed for the USP and region east of the city Utrecht. The goal of this study was to test if a multimodal network with the bicycle as core was capable to lower the total travel time of multimodal trips and decrease the car-use for trips to the USP. Eventually, two alternatives were chosen plus a zero alternative. The simulation results showed a large decrease of the total travel time for trips to the USP with a bicycle-transit mode combination. Furthermore, the number of car trips decreased with more than 1000 car trips (from nearly 8000). This thesis showed that a multimodal network with the bicycle as core indeed creates a lower travel time and operational costs compared to walking as access and/or egress. Furthermore, it attracts travellers previously using the car as main trip mode.