High-speed rail (HSR) is frequently seen as a promising alternative for long-distance travel by air and road, given its environmental advantages whilst offering a competitive level of service. However, due to a lack of knowledge on the design of HSR specific line configurations and the prioritisation of national and railway company interests, no real European HSR network has been realised yet. Together, these lead to a sub-optimal performance from a user, operator and societal perspective. This research is the first attempt to apply the more frequently used ‘Transit Network Design and Frequency Setting Problem’ (TNDFSP) in an HSR setting, which searches the ideal set of lines and associated frequencies in a given network. To do so, this study developed a novel HSR generic model and solution algorithm, which were then parameterised for the European case. By benchmarking the current situation; analysing the relative importance of vehicle, passenger path and line design variables; evaluating pricing and governance strategies; and finally proposing improved settings; it was possible to assess the impacts of improved design. The experiments showed that benefits for all stakeholders could be simultaneously enhanced when implementing a centralised governance and internalisation of external costs. This allowed the HSR market share to evolve from 14.7% to 29.9%, whilst also improving the societal cost-benefit ratio by 20.0%. The governmental investment which is required to fill the gap from the most economical to the most extensive solution equals AC 2.2 billion per year, but also provides a positive rate of return of 1.8 for the combined user and societal benefits. Additionally, the model demonstrated the necessity of spilling unprofitable passengers and the importance of improved cooperation. These followed from the strong network integration with overlapping and border crossing lines of substantial lengths, the contradiction between national and international interests and the high number of critical infrastructural elements. All in all, this study demonstrated the possibility of using the TNDFSP in an HSR setting, which opens ways for further understanding of HSR network design. For this specific research, it allowed the identification of substantial opportunities for mobility and sustainability. These can be reached by improved design choices, internalisation of external costs and by relaxation of the desires for a competitive railway market and national sovereignty; all newly underpinned arguments for the discussion on how to design a successful (European) HSR system. Future research could greatly contribute by incorporating the construction of infrastructure, including timetabling or operational aspects, assessing different case studies in size and geography or introducing new technologies.

COVID-19 had (and still has) a huge impact on travel behaviour. Most research on the effects of COVID-19 on travel behaviour is based on daily travel behaviour. Long-distance travel is most of the time not included. Therefore, this paper studies the impact of perceived COVID-19 risk on mode-choice for long-distance travel in Europe. This paper uses a Stated-Preference approach which consists of two parts, the perceived risk rating experiment and the main mode choice experiment. In total 1147 responses were collected. In the rating experiment, respondents rated their perceived risk based on eight attributes. In the main choice experiment, respondents chose between train, plane and care based on travel time, travel cost, travel comfort and perceived risk. With this, the Value of Risk (VoR) for a decrease in perceived risk is derived, both expressed in travel cost and travel comfort. Moreover, the Willingness to Pay (WtP) for comfort and Value of Time (VoT) are derived. With the combination of both models, the WtP for risk attributes given a perceived risk level is derived. The combination of both models shows the Willingness to Pay values for the different risk attributes, given a certain perceived risk level. To test the influence of perceived risk on modal split, three routes with real-world values are used. The results implicate a maximum of 5% market share difference possible. This shows that perceived COVID-19 has a moderate effect on modal split.

International train travel could serve as a more sustainable alternative to flying, especially for short distance journeys up to 750 km. Though both forms of transport have negative impacts, the environmental costs of travelling by train are significantly lower than travelling by plane (European Environmental Agency, 2021). Therefore, the European Union, governments, environmentalists and railway companies see great value in promoting train travel over flying for short distance journeys (Ministry of IenW, 2022). In order to further promote this transition, a couple of action points have been identified by Donners (2018) to improve international train travel, ticketing being one of them. Unlike booking a flight ticket - which can be done within just a few clicks - finding, comparing, and booking a train ticket has proven to be a more challenging task. Recent research conducted by the University of St. Pölten in Austria (Preslmayr, 2022) revealed that one third of travellers are unable to complete their booking, highlighting the difficulty of this process. In order to promote the transition from air to rail for short distance journeys, the bookability of international train tickets in Europe needs to be improved. It is difficult to change a complex system such as the international railway industry, but we can help travellers navigate it. This project aims to do that by redesigning a booking platform and app that support holiday travellers when booking and potentially rescheduling their international train journey in Europe with an intuitive booking process that provides clarity and guidance at every step leaving them feeling confident and excited about their journey. An iterative design process led to the final design proposal. Created to be intuitive, supportive, adaptive and exciting, this redesign booking platform aims to ensure that every traveller, regardless of their prior travel experience, can easily book a suitable train ticket, leaving them feeling confident and excited about their journey ahead. The booking platform was designed to align with the user needs and decision making patterns. Core features to support this include route characteristics, transfer alternatives and search filters. A travel app was redesigned to complement the booking platform, creating a bridge between the booking process and the train journey. In case disruption does occur, the travellers are supported by the travel app that provides clear guidance for how they can continue their journey. The user evaluation of the final design proposal shows promising results with an excellent score on its usability according to the adjective rating scale of Bangor et al. (2009) and positive responses from participants. To facilitate this redesigned user journey, some supportive processes need to be improved, including open communication and collaboration between carrier and ticket distributors, updated route information database and an EU wide disruption protocol. All in all, it is difficult to change a large complex system such as the international train industry, but we can help travellers navigate it. While the railway system is expected to evolve, impactful changes may take time. Meanwhile, optimising services through redesigns can have a significant immediate effect on the travellers experience and provide access to a sizable potential customer segment. Therefore, further exploring and implementing the designs as proposed in this report will improve the bookability of international train tickets in Europe.

Short-haul flights, known for their high carbon intensity relative to distance, are increasingly challenged by high-speed rail (HSR), a viable and environmentally friendly alternative. This study develops a model adapting the “Transit Network Design and Frequency Setting Problem” to high-speed rail, focusing on optimizing existing networks rather than designing new ones. Two sequential algorithms are developed and integrated in the model, which initially generate the optimal paths in the network, and subsequently, set the appropriate frequencies to the existing and new lines. The model is applied to two scenarios within the European rail network, to assess the impact of network modifications on demand distribution, operational costs, and infrastructure development. The findings reveal that the impact of network modifications varies depending on the size and development level of the area. In smaller, well-developed networks, modifications mainly involve adjusting frequencies of existing services, while larger areas with diverse infrastructure levels necessitate new lines and modified configurations. The model offers varying implementation options, balancing capacity utilization and cost minimization, aiding stakeholders in making informed decisions. The potential of utilizing existing infrastructure for sustainable mobility is highlighted, suggesting that future endeavors should include diverse case studies and incorporate user and social cost perspectives, along with timetabling and operational factors for a more comprehensive evaluation

The discussion involving BRT and LRT is well alive among policymakers, who often rely on personal preferences or, as it is called in literature, on “blind commitment” towards one system or the other for their decision-making. The reason for choosing a system according to personal taste is also caused by the unknown preferences that public transport users have for the two systems. It is known from literature that there exists a “rail bonus”, but it is not clear to what extent this applies to LRT compared to BRT. Moreover, it is not known what are the causes behind the rail bonus black-box. This study wants to put some light on the dilemma by testing the existence of an “LRT bonus” and trying to explain it by analysing perceptions and how these relate to each other. Moreover, the study tries to understand how policymakers perceive BRT and LRT and how the decision-making should be done.

Limiting climate change forces us to switch to a more sustainable mobility. Travelling by train is more sustainable. Night trains might be a solution, they over several advantages such as a higher comfort level and can travel long-distances during the night. However, there currently is no knowledge about the Willingness to Use night trains. This study is the first into this Willingness to Use night trains, as an alternative for flying, for long-distance European travel. To do so, this paper makes use of two Stated-Preference experiments. A comfort rating experiment, in which the comfort rating is the dependent variable. In this experiment, it is explored to which extent night train characteristics influence the ’perceived comfort’ rating. In the mode choice experiment, it is in turn investigated how this comfort rating is traded-off against more traditional mode choice attributes such as trip time and trip costs. The study presents the results of linear regression and a Panel Mixed Logit model, estimated on 804 collected responses in the Netherlands. The results of both models are combined to derive Willingness-to-Pay values for an improvement in one of the comfort attributes, given an initial comfort level. Furthermore, several segments were identified using a latent class choice model. At last, the Willingness to Use the night train is explored for several scenarios. It is shown that when the night train is introduced as-is, it is predicted to have a market share of about 60%. Positioning the night train as a low-cost competitor results in a significant drop in market share.

This project explores the prospects for interior design in a dual purpose train that can run both day and night for improved utilization and comfort. Contemporary trains are categorized as either exclusively for daytime or nighttime use. Their interiors limit them to specific temporal contexts. For instance, in daytime trains, passengers are confined to sitting positions and cannot lie flat, resulting in suboptimal sleeping comfort. Thereby the appeal of such trains for night (long distance) travel is reduced. Conversely, in existing night trains, while passengers can lie flat, the fixed layout featuring compartments and beds makes the capacity of the train too low for daytime use. Moreover, night trains face strong competition from aviation, rendering their utilization challenging. A solution to this problem involves designing a train interior that serves the dual purpose of accommodating both daytime and nighttime travel. Drawing insights from research, and the existing coach geometry, four distinct design directions were developed. Emphasis was placed on striking a balance between coach capacity and passenger comfort, recognizing the inherent tension between these two factors in this context. One of these directions was further refined into the final concept. In refining the final concept, the emphasis was on creating a passenger experience characterised by privacy, safety and comfort. Two Virtual Reality tests were conducted among other efforts to achieve this goal. The final concept features a symmetrical coach with a centrally positioned entrance. The entrance aligns with the platform's height, facilitating easy boarding for passengers with reduced mobility. The central hall houses a self-service bar for acquiring food and beverages. Adjacent to the central hall are seats on both sides. During the day, passengers can occupy these seats, which are configured in sets of two facing each other. No ticket reservation is necessary for daytime travel, and the coach accommodates 72 passengers during this period. Capacity is thereby 10% lower than in daytime-only trains. At night, the seats transform into beds, offering passengers the option to lie flat. Privacy screens can be easily placed around the bed, and overhead lockers are available for secure luggage storage. The nighttime capacity is 36 passengers, which is the same capacity as the sleeper accommodation in night trains. Ticket reservation is obligatory for overnight travel. The coach incorporates two toilets and two washrooms. Distinct zones within the coach, such as a quiet zone, a socializing zone, and a women only zone for nighttime travel, contribute to a tailored and comfortable passenger experience.

This research aims to understand the influencing attributes of passengers and station layout elements on transfer walking times for metro transfers. Little research has been performed to include passenger-related attributes to model transfer walking time besides station layout elements. Through a literature review, the effect of gender, luggage size, group size and level of crowding are potential attributes. Furthermore, the vertical transport mode choice, including the lift, the waiting condition to board a vertical transport mode and the alighting location, are also part of the influential attributes besides the transfer length. The walking time and passenger characteristics have been collected through a covert observation. In the data analysis, the effect of group size, vertical transport mode choice, waiting condition to board and the alighting location significantly impact the transfer walking time and the walking time on a transfer segment level. These attributes have been captured in walking time and passing speed models for various transfer segment types. The walking time models can predict a lower, mean and upper bound of the walking time for each combination of attributes. The case study for the walking time collection was metro station Beurs, Rotterdam.

The aim of this thesis is to gain insights into the impact that various variables have on the topological evolution of a public transit network in a polycentric urban region. These variables are: the spatial structure of the polycentric urban region, the demand distribution, the operational costs and multimodality versus unimodality. To gain these insights, a network evolution model is developed that incorporates these four variables. This network evolution model is then also applied to the Randstad public transit network to gain insights into potential improvements that can be made in this network and also to test the applicability of the model to a public transit network in practice.

Following the European Green Deal, transport- related emissions must be reduced by 90% in 2050. While aviation contributes to a significant share of these emissions, the substitution of flights for rail travel is often considered to achieve a reduction in emissions of greenhouse gasses. Mostly, travelers consider this option when the full trip can be substituted directly. However, possibilities also lie in intermodal travel, where specific journey parts are substituted. To promote this way of travel, the two modes should have a strong level of service, and there should be a significant level of integration between the two modes. In this thesis, a method is presented to assess the position of airports’ in a European intermodal network. This tool helps identify airports with the potential to facilitate intermodal travel in Europe. The service levels in both the air and the rail network, the physical integration between the modes, and the geographical location of airports are considered in different variables to assess the network. A Principle Component Analysis identifies the shared information between the different variables. The Principle Components are then clustered using an Agglomerative Hierarchical Clustering. With this clustering, airports are grouped based on their characteristics of intermodal factors, and different roles in an intermodal network can be identified. Comparing the descriptive statistics of each cluster helps assign qualitative labels to the cluster to classify the airports’ roles. After creating the benchmark with data from the current network situation, scenarios are constructed to assess the effects of implementing different policies regarding intermodality. Extending rail services and/or reducing short-haul flights are policies formed into scenarios in which the underlying data is modified. The change of clustering and classifications caused by the data modification helps identify potentially interesting airports in the network. The results show that 20 to 30 of the 113 considered airports show a substantial role in intermodality. Also, the findings identify airports that change their position due to the scenario implementations and offer the potential for a significant role in an intermodal network. Finally, comparing the classifications in the different scenarios shows that the constructed scenarios can enable up to 14.3% extra passengers to travel intermodal.