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Y.T. de Waaij
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Improving public transportation in ruralregions by implementing public mobility
A case study on rural public mobility in South-Holland
In rural regions public transportation is difficult to facilitate, low densities make it difficult to justify a dense bus network. Simultaneously also in rural regions people that are dependent on public transportation exist. These people should be served by the public transportation. To be able to compete with car users and gain more travellers local bus lines are frequently stretched to improve commercial speed. This enlarges the access and egress distances which may be (too) difficult to overcome. This thesis wants to investigate the potential of integrating public mobility into the public transportation system within rural regions for short local trips and access and egress to stretched bus lines (interlocal bus services).
To assess the potential role of public mobility, a literature study is first conducted to identify the benefits, functioning, and malfunctioning of different aspects of the public mobility spectrum. Both the node configurations through which public mobility is provided and the systems themselves are examined. Based on this literature study operational constraints are formulated and a selection of modes is made for use in the subsequent modelling phase. The selected public mobility types are demand responsive transportation (DRT), shared mobility, and ride-sharing, in combination with the existing interlocal bus service. Under the defined operational constraints, DRT may only serve trips between nodes and the nearest interlocal bus station, and vice versa. Battery-powered vehicles may only operate between any node and any interlocal bus station, conventional bicycles may be used for any trip, and ride-sharing is only encouraged from specific locations focused on the creation of corridors between villages and the interlocal bus service. Given these constraints a discrete-event, agent-based simulation with stochastic demand and mode choice is developed for the case area of the Krimpenerwaard.
The results of the model indicate that conventional bicycles, in combination with the interlocal bus service, form the backbone of the system. For longer access and egress trips to interlocal bus stations, electric bicycles offer clear benefits and are the primary mode. Ride-sharing is a dominant mode on few OD-pairs of the selected corridors. however, the overall share of trips made using ride-sharing remains marginal. The cabin scooter emerges as an important mode for people with limited mobility and providing shelter during rainy conditions. Due to its lower speed, trip distances are generally short, resulting primarily in trips to and from the nearest interlocal bus station. While it is not the preferred option for most travellers, it plays a crucial role in ensuring system accessibility for all users. DRT is the least-used mode, due to its operational constraints, it does not offer a fast alternative, and most DRT users lack viable substitutes. Therefore, it is essential that a DRT service is available to provide these users with a viable travel solution. Simultaneously due to the enormous costs for a DRT it is preferred to minimise the trips as much as possible, therefore it is not advised to improve the operational constraints to gain a higher usage. Although a 45 km/h scooter is included in the model, the most promising fleet compositions exclude scooters. This is the result of a competition between scooters and the interlocal bus due to both having a the higher velocity while the bus also has a high capacity the scooter is unable to deliver enough trips given the cost constraints. This results in an unstable system configuration, which should therefore be avoided.
The results further show that the lower the settlement density, the greater the potential improvements offered by public mobility relative to the existing system. In suburban areas, public mobility is unable to compete with local bus services. Under the model assumptions, and with a confidence level of 99%, the integration of public mobility increases ridership by at least 5.8%, while cancelled trips increase by no more than 17.6% across all more rural settlement typologies. In villages, the overall benefits are limited for most trips; however, the slowest 1% of trips experience a commercial speed improvement of at least 64.7%, contributing to a more equitable mobility system. During peak hours, villages generate trip volumes that public mobility services are unable to accommodate effectively, making bus services the preferable option. Outside peak hours, when demand decreases, public mobility becomes more advantageous than local bus services. In ribbon developments, average travellers experience a commercial speed increase of 55.5%, while dispersed settlements show an even larger improvement of 319.1% in average commercial speed. Based on these findings, it is recommended to implement public mobility in rural regions with a focus on dispersed settlements, ribbon developments, and villages, while ensuring the presence of a fast and frequent interlocal bus service and dedicated rush-hour bus services for villages. ...
To assess the potential role of public mobility, a literature study is first conducted to identify the benefits, functioning, and malfunctioning of different aspects of the public mobility spectrum. Both the node configurations through which public mobility is provided and the systems themselves are examined. Based on this literature study operational constraints are formulated and a selection of modes is made for use in the subsequent modelling phase. The selected public mobility types are demand responsive transportation (DRT), shared mobility, and ride-sharing, in combination with the existing interlocal bus service. Under the defined operational constraints, DRT may only serve trips between nodes and the nearest interlocal bus station, and vice versa. Battery-powered vehicles may only operate between any node and any interlocal bus station, conventional bicycles may be used for any trip, and ride-sharing is only encouraged from specific locations focused on the creation of corridors between villages and the interlocal bus service. Given these constraints a discrete-event, agent-based simulation with stochastic demand and mode choice is developed for the case area of the Krimpenerwaard.
The results of the model indicate that conventional bicycles, in combination with the interlocal bus service, form the backbone of the system. For longer access and egress trips to interlocal bus stations, electric bicycles offer clear benefits and are the primary mode. Ride-sharing is a dominant mode on few OD-pairs of the selected corridors. however, the overall share of trips made using ride-sharing remains marginal. The cabin scooter emerges as an important mode for people with limited mobility and providing shelter during rainy conditions. Due to its lower speed, trip distances are generally short, resulting primarily in trips to and from the nearest interlocal bus station. While it is not the preferred option for most travellers, it plays a crucial role in ensuring system accessibility for all users. DRT is the least-used mode, due to its operational constraints, it does not offer a fast alternative, and most DRT users lack viable substitutes. Therefore, it is essential that a DRT service is available to provide these users with a viable travel solution. Simultaneously due to the enormous costs for a DRT it is preferred to minimise the trips as much as possible, therefore it is not advised to improve the operational constraints to gain a higher usage. Although a 45 km/h scooter is included in the model, the most promising fleet compositions exclude scooters. This is the result of a competition between scooters and the interlocal bus due to both having a the higher velocity while the bus also has a high capacity the scooter is unable to deliver enough trips given the cost constraints. This results in an unstable system configuration, which should therefore be avoided.
The results further show that the lower the settlement density, the greater the potential improvements offered by public mobility relative to the existing system. In suburban areas, public mobility is unable to compete with local bus services. Under the model assumptions, and with a confidence level of 99%, the integration of public mobility increases ridership by at least 5.8%, while cancelled trips increase by no more than 17.6% across all more rural settlement typologies. In villages, the overall benefits are limited for most trips; however, the slowest 1% of trips experience a commercial speed improvement of at least 64.7%, contributing to a more equitable mobility system. During peak hours, villages generate trip volumes that public mobility services are unable to accommodate effectively, making bus services the preferable option. Outside peak hours, when demand decreases, public mobility becomes more advantageous than local bus services. In ribbon developments, average travellers experience a commercial speed increase of 55.5%, while dispersed settlements show an even larger improvement of 319.1% in average commercial speed. Based on these findings, it is recommended to implement public mobility in rural regions with a focus on dispersed settlements, ribbon developments, and villages, while ensuring the presence of a fast and frequent interlocal bus service and dedicated rush-hour bus services for villages. ...
In rural regions public transportation is difficult to facilitate, low densities make it difficult to justify a dense bus network. Simultaneously also in rural regions people that are dependent on public transportation exist. These people should be served by the public transportation. To be able to compete with car users and gain more travellers local bus lines are frequently stretched to improve commercial speed. This enlarges the access and egress distances which may be (too) difficult to overcome. This thesis wants to investigate the potential of integrating public mobility into the public transportation system within rural regions for short local trips and access and egress to stretched bus lines (interlocal bus services).
To assess the potential role of public mobility, a literature study is first conducted to identify the benefits, functioning, and malfunctioning of different aspects of the public mobility spectrum. Both the node configurations through which public mobility is provided and the systems themselves are examined. Based on this literature study operational constraints are formulated and a selection of modes is made for use in the subsequent modelling phase. The selected public mobility types are demand responsive transportation (DRT), shared mobility, and ride-sharing, in combination with the existing interlocal bus service. Under the defined operational constraints, DRT may only serve trips between nodes and the nearest interlocal bus station, and vice versa. Battery-powered vehicles may only operate between any node and any interlocal bus station, conventional bicycles may be used for any trip, and ride-sharing is only encouraged from specific locations focused on the creation of corridors between villages and the interlocal bus service. Given these constraints a discrete-event, agent-based simulation with stochastic demand and mode choice is developed for the case area of the Krimpenerwaard.
The results of the model indicate that conventional bicycles, in combination with the interlocal bus service, form the backbone of the system. For longer access and egress trips to interlocal bus stations, electric bicycles offer clear benefits and are the primary mode. Ride-sharing is a dominant mode on few OD-pairs of the selected corridors. however, the overall share of trips made using ride-sharing remains marginal. The cabin scooter emerges as an important mode for people with limited mobility and providing shelter during rainy conditions. Due to its lower speed, trip distances are generally short, resulting primarily in trips to and from the nearest interlocal bus station. While it is not the preferred option for most travellers, it plays a crucial role in ensuring system accessibility for all users. DRT is the least-used mode, due to its operational constraints, it does not offer a fast alternative, and most DRT users lack viable substitutes. Therefore, it is essential that a DRT service is available to provide these users with a viable travel solution. Simultaneously due to the enormous costs for a DRT it is preferred to minimise the trips as much as possible, therefore it is not advised to improve the operational constraints to gain a higher usage. Although a 45 km/h scooter is included in the model, the most promising fleet compositions exclude scooters. This is the result of a competition between scooters and the interlocal bus due to both having a the higher velocity while the bus also has a high capacity the scooter is unable to deliver enough trips given the cost constraints. This results in an unstable system configuration, which should therefore be avoided.
The results further show that the lower the settlement density, the greater the potential improvements offered by public mobility relative to the existing system. In suburban areas, public mobility is unable to compete with local bus services. Under the model assumptions, and with a confidence level of 99%, the integration of public mobility increases ridership by at least 5.8%, while cancelled trips increase by no more than 17.6% across all more rural settlement typologies. In villages, the overall benefits are limited for most trips; however, the slowest 1% of trips experience a commercial speed improvement of at least 64.7%, contributing to a more equitable mobility system. During peak hours, villages generate trip volumes that public mobility services are unable to accommodate effectively, making bus services the preferable option. Outside peak hours, when demand decreases, public mobility becomes more advantageous than local bus services. In ribbon developments, average travellers experience a commercial speed increase of 55.5%, while dispersed settlements show an even larger improvement of 319.1% in average commercial speed. Based on these findings, it is recommended to implement public mobility in rural regions with a focus on dispersed settlements, ribbon developments, and villages, while ensuring the presence of a fast and frequent interlocal bus service and dedicated rush-hour bus services for villages.
To assess the potential role of public mobility, a literature study is first conducted to identify the benefits, functioning, and malfunctioning of different aspects of the public mobility spectrum. Both the node configurations through which public mobility is provided and the systems themselves are examined. Based on this literature study operational constraints are formulated and a selection of modes is made for use in the subsequent modelling phase. The selected public mobility types are demand responsive transportation (DRT), shared mobility, and ride-sharing, in combination with the existing interlocal bus service. Under the defined operational constraints, DRT may only serve trips between nodes and the nearest interlocal bus station, and vice versa. Battery-powered vehicles may only operate between any node and any interlocal bus station, conventional bicycles may be used for any trip, and ride-sharing is only encouraged from specific locations focused on the creation of corridors between villages and the interlocal bus service. Given these constraints a discrete-event, agent-based simulation with stochastic demand and mode choice is developed for the case area of the Krimpenerwaard.
The results of the model indicate that conventional bicycles, in combination with the interlocal bus service, form the backbone of the system. For longer access and egress trips to interlocal bus stations, electric bicycles offer clear benefits and are the primary mode. Ride-sharing is a dominant mode on few OD-pairs of the selected corridors. however, the overall share of trips made using ride-sharing remains marginal. The cabin scooter emerges as an important mode for people with limited mobility and providing shelter during rainy conditions. Due to its lower speed, trip distances are generally short, resulting primarily in trips to and from the nearest interlocal bus station. While it is not the preferred option for most travellers, it plays a crucial role in ensuring system accessibility for all users. DRT is the least-used mode, due to its operational constraints, it does not offer a fast alternative, and most DRT users lack viable substitutes. Therefore, it is essential that a DRT service is available to provide these users with a viable travel solution. Simultaneously due to the enormous costs for a DRT it is preferred to minimise the trips as much as possible, therefore it is not advised to improve the operational constraints to gain a higher usage. Although a 45 km/h scooter is included in the model, the most promising fleet compositions exclude scooters. This is the result of a competition between scooters and the interlocal bus due to both having a the higher velocity while the bus also has a high capacity the scooter is unable to deliver enough trips given the cost constraints. This results in an unstable system configuration, which should therefore be avoided.
The results further show that the lower the settlement density, the greater the potential improvements offered by public mobility relative to the existing system. In suburban areas, public mobility is unable to compete with local bus services. Under the model assumptions, and with a confidence level of 99%, the integration of public mobility increases ridership by at least 5.8%, while cancelled trips increase by no more than 17.6% across all more rural settlement typologies. In villages, the overall benefits are limited for most trips; however, the slowest 1% of trips experience a commercial speed improvement of at least 64.7%, contributing to a more equitable mobility system. During peak hours, villages generate trip volumes that public mobility services are unable to accommodate effectively, making bus services the preferable option. Outside peak hours, when demand decreases, public mobility becomes more advantageous than local bus services. In ribbon developments, average travellers experience a commercial speed increase of 55.5%, while dispersed settlements show an even larger improvement of 319.1% in average commercial speed. Based on these findings, it is recommended to implement public mobility in rural regions with a focus on dispersed settlements, ribbon developments, and villages, while ensuring the presence of a fast and frequent interlocal bus service and dedicated rush-hour bus services for villages.
Engineering for Growth
Assessing the Đề Gi Port and Storm Shelter System for Development
Student report
(2023)
-
D.K.A. Pham, M.E. Heijl, M. Lai, L.D. Everaars, L.H. Pomp, Y.T. de Waaij, C. Mai Van, A.J. van Binsbergen
In Vietnam, the fishery sector is vital for the economy. The government strives towards an increase in fishing activities in the coming years. The Quy Nhơn port, a key hub in central Vietnam, is set to accommodate more international vessels. This means local fishermen must rely on other ports like Đề Gi, which also needs upgrading to meet aquaculture production goals. To support the fishing sector's growth in Bình Định province, the Khu neo đậu đầm Đề Gi (KND) project is initiated by the local authorities and will contribute to upgrading the Đề Gi port and construct a new storm shelter. However, this project has potential issues: (1) it focuses mainly on storm shelter capacity and does not address the increase of traffic in the current network capacity, (2) the estuary suffers from sedimentation issues, limiting the nautical accessibility of the access channel, resulting in a decrease of port and storm shelter functionality. To tackle these problems the following main question is investigated:
What is the current performance of the Đề Gi port and storm shelter system, and how can engineering methods be used to assess its potential for future growth within the broader context of sustainable socio-economic development?
The main research question is going to be supported by the following sub-questions:
How will the current logistic service network perform in the future vision as foreseen by the responsible authorities and how to verify it with an engineering responsible approach?
How to examine the accessibility of the port and storm shelter in the KND project, while ensuring a safe, robust, durable and effective system?
What are the consequences of the port and storm shelter upgrade on the logistical system and on the conditions in the waterway and what impact does this have on the Đề Gi area?
The main aim of this research is apply engineering methods to understand the system in order to assess its performance and put this in the context of the socio-economic development of the Đề Gi area and the Bình Định province. To achieve this, various research methods are used to analyse the current state of logistic service and nautical accessibility, to identify the bottlenecks in the systems. To include the aspect of incorporating the socio-economics in a broader context of the area, a stakeholder analysis is introduced. For the inland logistic services of the port, a qualitative 4(+1)-transport modelling model is established. For investigating the nautical accessibility, a comprehensive system analysis, including the topics of (1) climate, (2) hydrodynamics, (3) morphodynamics and (4) current and future conditions of the access channel, is conducted to provide insights into nautical accessibility challenges to enhance the safety, robustness, durable and effectiveness of the access channel.
To analyse the logistic service system in the area, field observation in combination with interviews are performed to have a concrete insight into the characteristic harbour patterns, traffic and transportation system and the current transportation network for the goods originating from the harbour. Additionally, various development plans and visions outlined by local authorities are reviewed to gain a comprehensive understanding of the area's future development. By evaluating the current state of the logistic service network alongside the region's development plans, the limitations within the network are identified. The primary bottlenecks in the logistic services system predominantly revolve around capacity and quality issues in the existing road network. Many of these limitations are expected to be addressed through the implementation of the local authorities' development visions. However, for a reliable conclusion, an engineering approach is necessary. To achieve this, a 4(+1)-step transport modelling, coupled with an All-Or-Nothing traffic assignment, is recommended. For the examination of the Đề Gi road network and traffic assignment, this approach provided an initial assessment of the intensity of each link within the study area relative to its corresponding capacity.
The second sub-question is addressed through an analysis and depth assessment, uncovering critical nautical accessibility bottlenecks. These include draught limitations and climate change impacts, potentially compromising safety, robustness, durability, and effectiveness. A depth assessment, considering different vessel types and water levels, provides insights into the current channel status. Safety is a major concern, especially for larger vessels during low water conditions, heightened by climate change. Robustness faces challenges due to sedimentation and storm vulnerabilities. Durability is threatened by changing climate conditions affecting sediment dynamics and storms. Effectiveness remains relatively stable, with 90\% accessibility for the expected future vessel fleet. These findings particularly point to the need for safety and durability measures, especially in light of future climate change predictions, necessitating climate-resilient design.
The third sub-question explores the port and storm shelter upgrade's impact on Đề Gi. Consequences include increased traffic and vessel intensity, on land and through the access channel, and a shift in vessel fleet mix, requiring improved infrastructure and access channel design. This enhances safety and, ultimately, drives socio-economic growth, education, and investment appeal in the Đề Gi area.
In the Đề Gi area, current transportation capacity falls short of future growth needs. Local authorities' development plans aim to resolve logistic service bottlenecks. Nautical accessibility is currently 90\% effective but not consistently safe. Climate change threatens its durability. Engineering models, like the 4(+1) step methodology and comprehensive system analysis in combination with a depth assessment, uncover transport and nautical accessibility challenges. These methods assess future impacts of the port and storm shelter upgrade, benefiting the Đề Gi area with socio-economic development, improved safety and new opportunities for the local community. ...
What is the current performance of the Đề Gi port and storm shelter system, and how can engineering methods be used to assess its potential for future growth within the broader context of sustainable socio-economic development?
The main research question is going to be supported by the following sub-questions:
How will the current logistic service network perform in the future vision as foreseen by the responsible authorities and how to verify it with an engineering responsible approach?
How to examine the accessibility of the port and storm shelter in the KND project, while ensuring a safe, robust, durable and effective system?
What are the consequences of the port and storm shelter upgrade on the logistical system and on the conditions in the waterway and what impact does this have on the Đề Gi area?
The main aim of this research is apply engineering methods to understand the system in order to assess its performance and put this in the context of the socio-economic development of the Đề Gi area and the Bình Định province. To achieve this, various research methods are used to analyse the current state of logistic service and nautical accessibility, to identify the bottlenecks in the systems. To include the aspect of incorporating the socio-economics in a broader context of the area, a stakeholder analysis is introduced. For the inland logistic services of the port, a qualitative 4(+1)-transport modelling model is established. For investigating the nautical accessibility, a comprehensive system analysis, including the topics of (1) climate, (2) hydrodynamics, (3) morphodynamics and (4) current and future conditions of the access channel, is conducted to provide insights into nautical accessibility challenges to enhance the safety, robustness, durable and effectiveness of the access channel.
To analyse the logistic service system in the area, field observation in combination with interviews are performed to have a concrete insight into the characteristic harbour patterns, traffic and transportation system and the current transportation network for the goods originating from the harbour. Additionally, various development plans and visions outlined by local authorities are reviewed to gain a comprehensive understanding of the area's future development. By evaluating the current state of the logistic service network alongside the region's development plans, the limitations within the network are identified. The primary bottlenecks in the logistic services system predominantly revolve around capacity and quality issues in the existing road network. Many of these limitations are expected to be addressed through the implementation of the local authorities' development visions. However, for a reliable conclusion, an engineering approach is necessary. To achieve this, a 4(+1)-step transport modelling, coupled with an All-Or-Nothing traffic assignment, is recommended. For the examination of the Đề Gi road network and traffic assignment, this approach provided an initial assessment of the intensity of each link within the study area relative to its corresponding capacity.
The second sub-question is addressed through an analysis and depth assessment, uncovering critical nautical accessibility bottlenecks. These include draught limitations and climate change impacts, potentially compromising safety, robustness, durability, and effectiveness. A depth assessment, considering different vessel types and water levels, provides insights into the current channel status. Safety is a major concern, especially for larger vessels during low water conditions, heightened by climate change. Robustness faces challenges due to sedimentation and storm vulnerabilities. Durability is threatened by changing climate conditions affecting sediment dynamics and storms. Effectiveness remains relatively stable, with 90\% accessibility for the expected future vessel fleet. These findings particularly point to the need for safety and durability measures, especially in light of future climate change predictions, necessitating climate-resilient design.
The third sub-question explores the port and storm shelter upgrade's impact on Đề Gi. Consequences include increased traffic and vessel intensity, on land and through the access channel, and a shift in vessel fleet mix, requiring improved infrastructure and access channel design. This enhances safety and, ultimately, drives socio-economic growth, education, and investment appeal in the Đề Gi area.
In the Đề Gi area, current transportation capacity falls short of future growth needs. Local authorities' development plans aim to resolve logistic service bottlenecks. Nautical accessibility is currently 90\% effective but not consistently safe. Climate change threatens its durability. Engineering models, like the 4(+1) step methodology and comprehensive system analysis in combination with a depth assessment, uncover transport and nautical accessibility challenges. These methods assess future impacts of the port and storm shelter upgrade, benefiting the Đề Gi area with socio-economic development, improved safety and new opportunities for the local community. ...
In Vietnam, the fishery sector is vital for the economy. The government strives towards an increase in fishing activities in the coming years. The Quy Nhơn port, a key hub in central Vietnam, is set to accommodate more international vessels. This means local fishermen must rely on other ports like Đề Gi, which also needs upgrading to meet aquaculture production goals. To support the fishing sector's growth in Bình Định province, the Khu neo đậu đầm Đề Gi (KND) project is initiated by the local authorities and will contribute to upgrading the Đề Gi port and construct a new storm shelter. However, this project has potential issues: (1) it focuses mainly on storm shelter capacity and does not address the increase of traffic in the current network capacity, (2) the estuary suffers from sedimentation issues, limiting the nautical accessibility of the access channel, resulting in a decrease of port and storm shelter functionality. To tackle these problems the following main question is investigated:
What is the current performance of the Đề Gi port and storm shelter system, and how can engineering methods be used to assess its potential for future growth within the broader context of sustainable socio-economic development?
The main research question is going to be supported by the following sub-questions:
How will the current logistic service network perform in the future vision as foreseen by the responsible authorities and how to verify it with an engineering responsible approach?
How to examine the accessibility of the port and storm shelter in the KND project, while ensuring a safe, robust, durable and effective system?
What are the consequences of the port and storm shelter upgrade on the logistical system and on the conditions in the waterway and what impact does this have on the Đề Gi area?
The main aim of this research is apply engineering methods to understand the system in order to assess its performance and put this in the context of the socio-economic development of the Đề Gi area and the Bình Định province. To achieve this, various research methods are used to analyse the current state of logistic service and nautical accessibility, to identify the bottlenecks in the systems. To include the aspect of incorporating the socio-economics in a broader context of the area, a stakeholder analysis is introduced. For the inland logistic services of the port, a qualitative 4(+1)-transport modelling model is established. For investigating the nautical accessibility, a comprehensive system analysis, including the topics of (1) climate, (2) hydrodynamics, (3) morphodynamics and (4) current and future conditions of the access channel, is conducted to provide insights into nautical accessibility challenges to enhance the safety, robustness, durable and effectiveness of the access channel.
To analyse the logistic service system in the area, field observation in combination with interviews are performed to have a concrete insight into the characteristic harbour patterns, traffic and transportation system and the current transportation network for the goods originating from the harbour. Additionally, various development plans and visions outlined by local authorities are reviewed to gain a comprehensive understanding of the area's future development. By evaluating the current state of the logistic service network alongside the region's development plans, the limitations within the network are identified. The primary bottlenecks in the logistic services system predominantly revolve around capacity and quality issues in the existing road network. Many of these limitations are expected to be addressed through the implementation of the local authorities' development visions. However, for a reliable conclusion, an engineering approach is necessary. To achieve this, a 4(+1)-step transport modelling, coupled with an All-Or-Nothing traffic assignment, is recommended. For the examination of the Đề Gi road network and traffic assignment, this approach provided an initial assessment of the intensity of each link within the study area relative to its corresponding capacity.
The second sub-question is addressed through an analysis and depth assessment, uncovering critical nautical accessibility bottlenecks. These include draught limitations and climate change impacts, potentially compromising safety, robustness, durability, and effectiveness. A depth assessment, considering different vessel types and water levels, provides insights into the current channel status. Safety is a major concern, especially for larger vessels during low water conditions, heightened by climate change. Robustness faces challenges due to sedimentation and storm vulnerabilities. Durability is threatened by changing climate conditions affecting sediment dynamics and storms. Effectiveness remains relatively stable, with 90\% accessibility for the expected future vessel fleet. These findings particularly point to the need for safety and durability measures, especially in light of future climate change predictions, necessitating climate-resilient design.
The third sub-question explores the port and storm shelter upgrade's impact on Đề Gi. Consequences include increased traffic and vessel intensity, on land and through the access channel, and a shift in vessel fleet mix, requiring improved infrastructure and access channel design. This enhances safety and, ultimately, drives socio-economic growth, education, and investment appeal in the Đề Gi area.
In the Đề Gi area, current transportation capacity falls short of future growth needs. Local authorities' development plans aim to resolve logistic service bottlenecks. Nautical accessibility is currently 90\% effective but not consistently safe. Climate change threatens its durability. Engineering models, like the 4(+1) step methodology and comprehensive system analysis in combination with a depth assessment, uncover transport and nautical accessibility challenges. These methods assess future impacts of the port and storm shelter upgrade, benefiting the Đề Gi area with socio-economic development, improved safety and new opportunities for the local community.
What is the current performance of the Đề Gi port and storm shelter system, and how can engineering methods be used to assess its potential for future growth within the broader context of sustainable socio-economic development?
The main research question is going to be supported by the following sub-questions:
How will the current logistic service network perform in the future vision as foreseen by the responsible authorities and how to verify it with an engineering responsible approach?
How to examine the accessibility of the port and storm shelter in the KND project, while ensuring a safe, robust, durable and effective system?
What are the consequences of the port and storm shelter upgrade on the logistical system and on the conditions in the waterway and what impact does this have on the Đề Gi area?
The main aim of this research is apply engineering methods to understand the system in order to assess its performance and put this in the context of the socio-economic development of the Đề Gi area and the Bình Định province. To achieve this, various research methods are used to analyse the current state of logistic service and nautical accessibility, to identify the bottlenecks in the systems. To include the aspect of incorporating the socio-economics in a broader context of the area, a stakeholder analysis is introduced. For the inland logistic services of the port, a qualitative 4(+1)-transport modelling model is established. For investigating the nautical accessibility, a comprehensive system analysis, including the topics of (1) climate, (2) hydrodynamics, (3) morphodynamics and (4) current and future conditions of the access channel, is conducted to provide insights into nautical accessibility challenges to enhance the safety, robustness, durable and effectiveness of the access channel.
To analyse the logistic service system in the area, field observation in combination with interviews are performed to have a concrete insight into the characteristic harbour patterns, traffic and transportation system and the current transportation network for the goods originating from the harbour. Additionally, various development plans and visions outlined by local authorities are reviewed to gain a comprehensive understanding of the area's future development. By evaluating the current state of the logistic service network alongside the region's development plans, the limitations within the network are identified. The primary bottlenecks in the logistic services system predominantly revolve around capacity and quality issues in the existing road network. Many of these limitations are expected to be addressed through the implementation of the local authorities' development visions. However, for a reliable conclusion, an engineering approach is necessary. To achieve this, a 4(+1)-step transport modelling, coupled with an All-Or-Nothing traffic assignment, is recommended. For the examination of the Đề Gi road network and traffic assignment, this approach provided an initial assessment of the intensity of each link within the study area relative to its corresponding capacity.
The second sub-question is addressed through an analysis and depth assessment, uncovering critical nautical accessibility bottlenecks. These include draught limitations and climate change impacts, potentially compromising safety, robustness, durability, and effectiveness. A depth assessment, considering different vessel types and water levels, provides insights into the current channel status. Safety is a major concern, especially for larger vessels during low water conditions, heightened by climate change. Robustness faces challenges due to sedimentation and storm vulnerabilities. Durability is threatened by changing climate conditions affecting sediment dynamics and storms. Effectiveness remains relatively stable, with 90\% accessibility for the expected future vessel fleet. These findings particularly point to the need for safety and durability measures, especially in light of future climate change predictions, necessitating climate-resilient design.
The third sub-question explores the port and storm shelter upgrade's impact on Đề Gi. Consequences include increased traffic and vessel intensity, on land and through the access channel, and a shift in vessel fleet mix, requiring improved infrastructure and access channel design. This enhances safety and, ultimately, drives socio-economic growth, education, and investment appeal in the Đề Gi area.
In the Đề Gi area, current transportation capacity falls short of future growth needs. Local authorities' development plans aim to resolve logistic service bottlenecks. Nautical accessibility is currently 90\% effective but not consistently safe. Climate change threatens its durability. Engineering models, like the 4(+1) step methodology and comprehensive system analysis in combination with a depth assessment, uncover transport and nautical accessibility challenges. These methods assess future impacts of the port and storm shelter upgrade, benefiting the Đề Gi area with socio-economic development, improved safety and new opportunities for the local community.
Deze scriptie beschrijft een onderzoek naar de toepasbaarheid van verschillende pop-up fietspaden. Dit zijn fietspaden welke in zeer korte tijd kunnen worden aangelegd en in een latere fase definitief worden gerealiseerd of weer verdwijnen uit het straatbeeld. Aangezien pop-up fietspaden in de meeste gevallen op dezelfde rij loper liggen als auto’s voorheen gebruikte is een rijbaanscheiding van belang.
Eerst is onderzocht welke type pop-up fietspaden bestaan en hoe deze onderverdeeld kunnen worden. Voor dit onderzoek is gebruik gemaakt van een enquête welke is verspreid in Duitsland, Frankrijk en Nederland om de gebruikerservaringen van pop-up fietspaden te bepalen.
Uit dit onderzoek blijkt dat Barrières afgezien van kosten erg goed scoren. Een parkeerstrook als rijbaan scheiding is een goede optie mits voldoende ruimte aanwezig is en de weg geen stroomweg is.
Lijn markering zijn qua kosten voordelig maar moeten desondanks zo min mogelijk gebruikt worden. Net als bij normale fietspaden is de ligging van invloed op de veiligheid van fietsers. In verschillende landen hebben fietsers verschillende voorkeuren voor de ligging van een fietspad. Ook de regelgeving
is verschillend hierover tussen verschillende regio’s. Uit dit onderzoek blijkt dat rijbaanscheidingen inwisselbaar zijn per type wegindeling. Om een keuze voor een optimale rijbaanscheiding te maken kan gebruik gemaakt worden van een keuze diagram op basis van snelheid van auto’s en beschikbare
ruimte. Voor de wegindeling hebben alle types specifieke karakteristieken. Afhankelijk van de intensiteit lokaal of doorgaand fietsverkeer kan gekozen worden welk type wegindeling het beste bij de weg past aan de hand van een keuze diagram. ...
Eerst is onderzocht welke type pop-up fietspaden bestaan en hoe deze onderverdeeld kunnen worden. Voor dit onderzoek is gebruik gemaakt van een enquête welke is verspreid in Duitsland, Frankrijk en Nederland om de gebruikerservaringen van pop-up fietspaden te bepalen.
Uit dit onderzoek blijkt dat Barrières afgezien van kosten erg goed scoren. Een parkeerstrook als rijbaan scheiding is een goede optie mits voldoende ruimte aanwezig is en de weg geen stroomweg is.
Lijn markering zijn qua kosten voordelig maar moeten desondanks zo min mogelijk gebruikt worden. Net als bij normale fietspaden is de ligging van invloed op de veiligheid van fietsers. In verschillende landen hebben fietsers verschillende voorkeuren voor de ligging van een fietspad. Ook de regelgeving
is verschillend hierover tussen verschillende regio’s. Uit dit onderzoek blijkt dat rijbaanscheidingen inwisselbaar zijn per type wegindeling. Om een keuze voor een optimale rijbaanscheiding te maken kan gebruik gemaakt worden van een keuze diagram op basis van snelheid van auto’s en beschikbare
ruimte. Voor de wegindeling hebben alle types specifieke karakteristieken. Afhankelijk van de intensiteit lokaal of doorgaand fietsverkeer kan gekozen worden welk type wegindeling het beste bij de weg past aan de hand van een keuze diagram. ...
Deze scriptie beschrijft een onderzoek naar de toepasbaarheid van verschillende pop-up fietspaden. Dit zijn fietspaden welke in zeer korte tijd kunnen worden aangelegd en in een latere fase definitief worden gerealiseerd of weer verdwijnen uit het straatbeeld. Aangezien pop-up fietspaden in de meeste gevallen op dezelfde rij loper liggen als auto’s voorheen gebruikte is een rijbaanscheiding van belang.
Eerst is onderzocht welke type pop-up fietspaden bestaan en hoe deze onderverdeeld kunnen worden. Voor dit onderzoek is gebruik gemaakt van een enquête welke is verspreid in Duitsland, Frankrijk en Nederland om de gebruikerservaringen van pop-up fietspaden te bepalen.
Uit dit onderzoek blijkt dat Barrières afgezien van kosten erg goed scoren. Een parkeerstrook als rijbaan scheiding is een goede optie mits voldoende ruimte aanwezig is en de weg geen stroomweg is.
Lijn markering zijn qua kosten voordelig maar moeten desondanks zo min mogelijk gebruikt worden. Net als bij normale fietspaden is de ligging van invloed op de veiligheid van fietsers. In verschillende landen hebben fietsers verschillende voorkeuren voor de ligging van een fietspad. Ook de regelgeving
is verschillend hierover tussen verschillende regio’s. Uit dit onderzoek blijkt dat rijbaanscheidingen inwisselbaar zijn per type wegindeling. Om een keuze voor een optimale rijbaanscheiding te maken kan gebruik gemaakt worden van een keuze diagram op basis van snelheid van auto’s en beschikbare
ruimte. Voor de wegindeling hebben alle types specifieke karakteristieken. Afhankelijk van de intensiteit lokaal of doorgaand fietsverkeer kan gekozen worden welk type wegindeling het beste bij de weg past aan de hand van een keuze diagram.
Eerst is onderzocht welke type pop-up fietspaden bestaan en hoe deze onderverdeeld kunnen worden. Voor dit onderzoek is gebruik gemaakt van een enquête welke is verspreid in Duitsland, Frankrijk en Nederland om de gebruikerservaringen van pop-up fietspaden te bepalen.
Uit dit onderzoek blijkt dat Barrières afgezien van kosten erg goed scoren. Een parkeerstrook als rijbaan scheiding is een goede optie mits voldoende ruimte aanwezig is en de weg geen stroomweg is.
Lijn markering zijn qua kosten voordelig maar moeten desondanks zo min mogelijk gebruikt worden. Net als bij normale fietspaden is de ligging van invloed op de veiligheid van fietsers. In verschillende landen hebben fietsers verschillende voorkeuren voor de ligging van een fietspad. Ook de regelgeving
is verschillend hierover tussen verschillende regio’s. Uit dit onderzoek blijkt dat rijbaanscheidingen inwisselbaar zijn per type wegindeling. Om een keuze voor een optimale rijbaanscheiding te maken kan gebruik gemaakt worden van een keuze diagram op basis van snelheid van auto’s en beschikbare
ruimte. Voor de wegindeling hebben alle types specifieke karakteristieken. Afhankelijk van de intensiteit lokaal of doorgaand fietsverkeer kan gekozen worden welk type wegindeling het beste bij de weg past aan de hand van een keuze diagram.