To continue the success of the Port of Rotterdam (PoR) in the future, a transition to a sustainable industry is essential. Though this is easier said than done. The energy transition involves a variety of initiatives which are at the same time highly dependent on each other. Whilst the increasing scarcity of available area and resources result into the situation that a decision will have to be made. As long as this decision is not made, it leads to high uncertainty on which activities are going to take place in the PoR and at which point in time they are expected. To support the decision making on which activities to should focus on, there is an urgent need for a decision tool at the PoR authority. The main conclusion, however, is that it is impossible to develop a decision tool which is able to make a choice among different activities. This decision is impossible because every activity has its own demands and requirements and differs in the contribution it has to the strategic goals. Besides this, the set requirements cannot be expressed in a single unit, leading to the situation that a comparison cannot be judged. Following from the above, it is being discouraged to develop a decision tool. The allocation process and the involved requirements are too versatile to be simplified in a single tool. If such a simplification is made, this will result in missing essential opportunities and potential bottlenecks in the sequential project phases. Based on the above conclusions, it is investigated whether it is possible to provide the PoR authority with guidelines that support the comparison of different activities. To do so, the involved requirements in the allocation process are substantiated. These requirements are evaluated from three different points of view: demand side (client), resources side (Port of Rotterdam authority) and their priority in the decision making. By means of the evaluation, the aspects have been identified that must be implemented into the guidelines. In addition to the requirements, it is important for the PoR authority to incorporate its communicated strategy into the daily activities. To do so, the commercial strategy has been developed. At first sight, the integration of the commercial strategy is not acknowledged to be a requirement in the allocation process. Though, as the research proceeded, it turned out that the commercial strategy has a more important role in the decision making than anticipated. Resulting in the situation that if the PoR authority is really looking to fulfil its climate targets, the commercial strategy should function as a self-contained requirement in the allocation process. From the conclusions, the recommendation for the PoR authority is to develop a central team that involves the experts of the relevant requirements to judge the potential activities. This team will have the primary task to evaluate and judge the potential activities prior to entering the project phases. The judgement of the potential activities will be founded on four main themes for evaluation: demand, supply, priority and contribution to the commercial strategy. Though, this recommendation is not aimed at making the decision itself. The main focus is to supply the evaluations on the potential activities to the decision makers. The decision itself will be based on the supplied evaluations through which a decision can be made on which activities should be allocated in the PoR.

In the 25 years of existence, the offshore wind market has developed on many aspects. Among others, the dimension of the turbines increased by a factor 15 and the distance to shore increased by a factor of 50. The developments of the offshore wind farms increase the requirements for the installation vessels and as a consequence the present day rates can be up to $300.000. The global potential of the offshore wind market by the year 2030 is forecasted to be 60 GW for Europe and 22GW for the US Atlantic coast. The developments in the market, lead to demands during the construction of offshore wind turbines. The construction phase became more demanding over the years, while the logistical strategy of sailing back and forth to the offshore wind farm with a jack-up vessel, is similar as applied in 1991. The six demands can be fulfilled by performing four required activities at the offshore port. The potential of seven support structures that fulfil the boundary conditions for the offshore port are determined. Important boundary conditions are a maximum vertical load of 12.600 ton, suitability in a water depth range between 30 and 50 meter and a minimum surface area of 17.500 m2. Besides boundary conditions that have to be fulfilled, there are also maximum allowed conditions that determine the workability of a port concept. For a floating port concept the motion response is the leading workability condition. Based on the mobility, motion response and a cost indication, three port concepts are selected. These port concepts are a single barge, a single jack-up barge and a combination of a small jack-up barge and a single barge. The current logistical strategy for construction of an offshore wind farm is compared to various logistical concepts that include an offshore port. The logistical concept with a feeder vessel that sails from the onshore to the offshore port and an installation vessel that sails between the offshore port and the wind farm has the highest potential saving. Taking into account the assumptions made throughout this research, for each executed project by the offshore port the savings are expected to be €23.000.000. These savings consist of a sooner generation of energy and by savings on the construction of an offshore wind farm. The discounted cash flows for the three port concepts shows a potential for the offshore port concept. The net present value of the three offshore port concepts deviates between 52 and 216 million euro. The financial results are most sensitive to the ratio between wind farm capacity and the turbine capacity, also the market share that is interest in applying the offshore port and the day rate of the vessels. When the offshore wind market follows the tendency of developments of the last years, there is a market potential for an offshore port concept to reduce the construction costs. The main recommendations are to analyse the interest of potential port owners, perform a motion response into more detail and validate the financial assumptions.

The Port of Rotterdam (PoR), located in the Rhine-Meuse estuary, is subject to sedimentation. In order to keep the port accessible for vessels with high drafts, maintenance dredging works are done. The maintenance dredging over the port area is executed by two parties, PoR itself regarding the harbour basins and Rijkswaterstaat (RWS) regarding the river and waterways. Since 2013 a substantial increase of the yearly total maintenance dredging volume of the area under control of PoR is observed. The problem of this research is the increase in maintenance dredging volume, from an average of 5.2 mln cubic meters a year (over 2005-2012) to an average of 8.9 mln cubic meters a year (over 2013-2016). By analysis of the administrated maintenance dredging volumes database of PoR it is concluded that the problem is concentrated at Maasvlakte I. Including the maintenance dredging volumes data of RWS results in the conclusion that over the entire port area no occurrence of an increase in maintenance dredging volume is observed. A decrease administrated by RWS at the same period of time is concentrated at the area in front of Maasvlakte I, the harbour basin responsible for the increase in maintenance dredging volume of PoR. These findings lead to the conclusion that not an increase of sedimentation over the port area is responsible for the research problem, but a redistribution of the sedimentation rates from the area in front of Maasvlakte I to Maasvlakte I is. An analysis of the events that are potentially of influence on the research problem is performed. Based on the correlation of time and potential impact on the hydrodynamics of the water system, the event 'Construction of Maasvlakte II' is selected for an assessment. Two simulations with an extensive hydrodynamic flow model managed by PoR are run. One simulation includes the layout of the Maasvlakte before the construction of Maasvlakte II, the other includes the layout of the Maasvlakte as it is today. Both simulation use exactly the same initial and boundary conditions. With use of the simulations, the impact on the hydrodynamic conditions within the area of interest is assessed. The results show a significant increase of the tidal filling volume of the Maasvlakte harbour basins with a factor of 1.4. This increase is associated with in particular a significant increase of the horizontal flow velocities, and strengthened by a higher horizontal density gradient as a result of higher mixing rates of fresh and saline water at the Maasvlakte. The increase of the horizontal flow velocity is in particular measured in front of Maasvlakte I and in the connection to Maasvlakte I itself. Within the Maasvlakte harbour basin, the velocities are quickly dampened by the large width of the basin. The results of the assessment correspond accurately with the results of the data analysis. At the area subject to an increase of the horizontal flow velocity, a decrease of the maintenance dredging volume is observed. At the area where an increase in maintenance dredging volume is observed, no to slight changes of the flow velocity are measured. This is explained as follows. The increase of the tidal filling volume by the construction of Maasvlakte II, results in an increase of the horizontal velocities over the entire area connecting the North Sea to the Maasvlakte. Sediments that were able to settle within that connection before are now kept in suspension and transport to the Maasvlakte. The sediments kept in suspension reach the harbour basins where the horizontal flow velocities are quickly dampened by the large width of the basin, enabling the sediments to settle. It is concluded that the dominant mechanism leading to the increase in maintenance dredging volumes at the Port of Rotterdam is a change in local hydrodynamics by the construction of Maasvlakte II, resulting in a redistribution of the sedimentation rates within CaBe-system. A potential reduction measure in the form of a sediment trap is recommended to improve the current situation, but is unable to bring the hydrodynamics within system back to the situation as before the construction. The research problem is one of the consequences of the construction of Maasvlakte II, and hence partly have to accepted as well. A detailed study to the design of the problem specific sediment trap is required. Other studies that are recommended to improve the understanding of the actual problem regard the used dredging strategy, the exact pattern of sedimentation and the development of the composition of the bed material in the area the problem is concentrated.

Seaports are important maritime commercial facilities and key hubs for national and global trades. There is a growing need for seaborne transport and, hence, seaport facilities, especially in emerging economies due to economic and population growth, such as in Africa. In sedimentary environments, port construction may induce coastal impacts regarding up-drift accretion and down-drift erosion. These coastal impacts potentially increase risks such as harbour siltation and coastal area erosion. To mitigate or even avoid these risks in the pre-construction stage, coastline evolution around ports needs to be well-understood. Analysis of long-term shoreline position data around existing ports can provide this understanding. However, long-term in-situ shoreline position data around ports are often unavailable or inaccessible, especially in emerging economies which are often data poor. Nevertheless, nowadays a growing database of satellite images provides these data on a global scale for the last decades. Furthermore, the launch of Google Earth Engine cloud computing platform in 2016 enabled accessibility and efficient processing of these satellite images. This development allows building an evidence database for shoreline positions around African seaports. With this database, coastline evolution trends around all ports can be analysed, inter-compared and related to environmental and port characteristics to derive lessons for future port development. According to the World Port Index, 165 African seaports (after excluding river ports, offshore platforms and anchorages from 266 African ports) are identified. Only 125 ports at sandy coastlines, where SDS detection has been validated, are focused in this research. The results from this study show that coastline evolution, especially coastal area erosion, around the majority of African seaports is limited by the narrow sandy beach and rocky substratum of Afro-trailing coasts. However, there are still some ports at sediment-rich coasts having dramatic erosion and/or siltation hazards. After analysing common characteristics of these high-hazard ports, lessons are learnt for port development. Regarding site selection and breakwater design, ports with massive river sediment supply and/or ports at open coasts have larger negative coastal impacts. For coasts with river sediment supply, it is better to construct ports at the up-drift side of the river mouth to avoid interruption of river supplied sediment transport, which is found helpful for ports around West Mediterranean Sea. Shoreline management plan should be coupled with methods to maintain or increase river sediment supply, which can be learnt from shoreline retreating around ports in West Africa. Furthermore, to reduce coastal impacts around ports, port breakwaters at open coasts should be carefully designed regarding length and orientation to achieve a smaller shore-normal projected length, especially when the gross longshore wave power is massive. Regarding mitigation methods for coastline evolution impacts, shoreline protection structures are effective in reducing erosion hazards in the time scale of 30 years. Extension of the port breakwater (s) can be a temporary solution to mitigate the potential siltation problem but to reduce the down-drift erosion problem at the same time, sediment by-pass system, which is proved to be successful in South African ports, can be designed.

This research is about the effects by climate change on the inland shipping sector of low discharges in the River Waal. Two different situations are investigated, one without any measure and one with canalization of the river. These two situations are compared with a zero variant where no navigation restrictions occur and therefore a so- called reference situation is also investigated. The focus is on the direct costs for the inland shipping sector due to navigation restrictions caused by insufficient water depth and canalization. Besides, the more integral picture is taken into account by the total costs due to canalization, which consist of the shipping costs due to canalization and the weir- and lock complex costs. For studying the effects of the different developments on the inland shipping sector an effect model is developed, validated and used. The consequences in case of several scenarios for this canalization option are investigated to get insight in the range of possible outcomes. The scenario analysis shows that the shipping costs for all scenario combinations are lower in case of canalization than in case without any measure. Looking to the more integral picture, the total costs due to canalization are only in case of the most extreme climate scenario lower than the shipping costs in case without any measure. For all other scenarios, the total costs due to canalization are much higher. During the sensitivity analysis, the total costs due to canalization for various weir- and lock complex costs are investigated. The result is shown in the figure alongside to here. For total weir- and lock complex costs below 400 million Euro the feasibility of Waal canalization is quite high, which means that for many scenario combinations the costs due to canalization are lower than the costs in case without measure. However, for WLC costs between 400 million Euro and 900 million Euro the feasibility decreases to 20%. It is expected that 1000 million Euro is quite large for one complex and therefore it is assumed that a feasibility of at least 20% is reached.

The European energy system is significantly changing to restrict the rise in global average warming. There is a shift from fossil fuels to renewable energy sources, which resulted in an exponential growth of offshore wind energy capacity in the North Sea. However, the North Sea is already one of the most intensively used sea basins in the world and space is limited. Offshore wind farms are therefore increasingly constructed under less favourable conditions. On the one hand the industry is rapidly developing and the cost of offshore wind energy goes down, but on the other hand offshore wind farms are constructed at greater water depths and further from shore. This latter development counteracts the cost reduction achieved by the industry, but countries are forced to construct offshore wind farms under less favourable conditions in order to achieve the climate agreements. In June 2016, Dutch transmission system operator TenneT proposed the Hub and Spoke concept. It is an alternative method to connect offshore wind farms with the onshore grid and makes the parameter distance to shore far less important. Basically, the concept combines offshore wind farms with interconnector cables. An artificial island is created somewhere in the centre of the North Sea which is surrounded by offshore wind farms, thereby being far away from the crowded coastlines while profiting from near shore conditions. The interconnector cables subsequently transport the generated electricity to shore. Dogger Bank is the envisioned location for the Hub and Spoke concept. The area contains strong winds, shallow water conditions and is centrally located. However, the unique characteristics of the shallow sandbank make it also very favourable to a variety of species. The area is therefore appointed Natura 2000 territory and could cause major resistance from environmental organisations. The general consensus amongst environmental organisations is not yet known, but industry experts indicate this as the major reason which could stop the Hub and Spoke concept from being realised on Dogger Bank. The objective of this research is to determine the optimal location for the Hub and Spoke concept in the North Sea. The concept feasibility has never been determined and it is not even certain if Dogger Bank is the most beneficial location, while the location contains a very large risk. Therefore, the site selection model is created. The model contains input data from metocean conditions and electricity markets, which makes it possible to calculate the feasibility of the Hub and Spoke concept for every location in the North Sea. The result is a contour plot with the net present value of the Hub and Spoke concept, which shows the optimal location in the North Sea. The Hub and Spoke concept is divided into five components to determine the influence of certain conditions on cost or revenue and to compare the components between each other. The artificial island and offshore wind turbines are primarily influenced by water depth, while the subsea interconnector cost is mainly influenced by the cable capacity and length of the cable. The optimal location for the island and offshore wind farms with respect to cost is thus along the shallow coastlines or at Dogger Bank, while the optimal location for the subsea interconnector cables is determined by the minimum total cable length. This point is equal to the centre of gravity of the countries surrounding the North Sea and is located just above the Netherlands and Germany. In terms of revenue, the wind conditions are normative for the production and revenue of offshore wind farms and interconnectors derive their congestion rents from electricity price differences between countries. Offshore wind farms generate most electricity in the northeastern part of the North Sea where the wind conditions are strongest. This negatively impacts the generated revenue from subsea interconnectors as the cable is used more often for offshore wind energy. Interconnector revenue of the Hub and Spoke concept is therefore lowest at locations with the strongest wind speed, but in total the highest revenue is generated. A comparison between these components for four various locations is presented in Figure 1. XXX Offshore wind farms are both in cost and revenue the major component in the Hub and Spoke concept. The optimal location is thus expected to be found in areas with shallow water depths and high wind speeds. Finally, each component with its cost and revenue has been determined and can be merged in the site selection model to determine the feasibility of the Hub and Spoke concept in the North Sea. See Figure 2. XXX It can be concluded that the highest net present value for the Hub and Spoke concept is situated along the coastline of Denmark and Germany. However, these locations are known to be very crowded and the reason to investigate alternative locations in the first place. Dogger Bank and the northwest of Denmark are two very interesting alternatives. Dogger Bank is very shallow with depths of 10 m, while the northwest of Denmark is slightly deeper with 20 m but contains roughly 10% higher wind speeds. Both locations are primarily free from other marine uses, although Dogger Bank is protected Natura 2000 territory and therefore contains a very large risk. It is therefore advised to construct the Hub and Spoke concept at the northwest side of Denmark.

As an Indonesian national strategic project, the Port of Kuala Tanjung draws significant attention at national and international level. Considering the semi-greenfield nature of the port, the diverse set of stakeholders, and the prevailing disruptive trends in the world port business enabled mainly by digitalization and energy transition, a robust 1st phase port layout is required to kick-start the project and guarantee the overall sustainability of the port development. This thesis is conducted on the Port of Rotterdam Authority (PoRA) which is a part of the Joint Venture company that is responsible in developing the Port of Kuala Tanjung. The author would like to clearly state that while this study is conducted during the author's internship at Port of Rotterdam, the views expressed in this paper are those of the author alone and not the Port of Rotterdam Authority.. The objective of this research is to develop an adaptive port masterplan along with its robust 1st phase layout which is self-sustainable and provide catalyzing effect for the next stage of development. A modified Adaptive Port Planning (APP) framework will be used as the main methodology in this research. In addition, the United Nation Sustainable Goals is being used as a guiding principle in planning the port. A combination of a literature review and interviews with experts are used to both identify the sources of the uncertain and disruptive trends mentioned above and also to propose adaptation strategies. As a conclusion, an adaptive port masterplan has been developed. A circular economic concept combined with industrial port complex model has been applied to the port to incorporate self-sustainability and catalyzing effect element into the port. To validate the research products, series of interviews and FGD has been conducted with Port of Rotterdam Authority experts.

Bahía Blanca in Buenos Aires province is located 600 kilometres south of Buenos Aires city. The port complex of Bahía Blanca has the second largest throughput in Argentina considering tons, mainly attributed to the agro – and petrochemical industry. The port handles containers as well, however with an average of 30 thousand TEU/year this throughput is rather small. The authority of the Port of Bahía Blanca sees opportunities to increase container throughput in the port due to recent developments in the region. The container throughput is estimated for 2040, considering the petrochemical cluster and fruits. Four different trends show a container throughput of respectively 30, 155, 250 and 360 thousand TEU/year. The capacity of the container terminal is estimated at 50 thousand TEU/year, based on the equipment, the dwell time and the terminal area. The terminal should improve when throughput will increase. To start, number of calls and call size are assumed based on future throughput, decreasing the average dwell time for export containers. Additionally, a larger quantity and more advanced equipment is required to handle the increase in throughput. Lastly, the terminal area itself can be increased significantly from 8ha to 22ha in its maximum configuration. The increase in storage area allows the capacity to grow from 50 thousand TEU/year to 215 thousand TEU/year. It is important to realize that further expansion of the terminal is not possible and a new location has to be considered. A multi criteria analysis in combination with a financial analysis on the possible location showed that two out of four possible new locations are suitable for the development of a new container terminal. The new container terminal should have the capacity to handle the expected container throughput generated locally. The possibility to attract additional cargo to the port was researched as well, since the Port of Bahía Blanca has an advantageous depth compared to the Port of Buenos Aires. However, on the short term it is not expected that Bahía Blanca can profit from the draught limitations in Buenos Aires since port calling cost are almost the same, Buenos Aires is located conveniently and not operating at capacity and current shipping routes are not expected to change their routes majorly.

After the big flood in 1953 the Grevelingendam and the Brouwersdam were built as a part of the ‘Deltawerken’. By constructing these dams the Grevelingen was separated from the North Sea, which created the largest salt water lake in Europe. Several decades later it was discovered that during hot summers the deeper areas of the lake were leaking oxygen. This leads to a massive mortality of the fauna and flora living in these depths. Since this area is spreading to the shallow areas it was decided by Rijkswaterstaat to bring back a reduced tide into the Grevelingen lake. The idea is to bring this reduced tide back by constructing a sluice caisson or tidal power plant into the Brouwersdam. This tidal range was determined in a way that the fauna and flora on the islands could remain. Another problem that arises with this reduced tide is that it is unknown what the consequences are for the harbours around the Grevelingen lake and their structures. Brouwershaven specifically gets its income from the harbour and its tourism. This made the Gemeente Schouwen-Duiveland ask to investigate the consequences of a potential reduced tide in its harbour. This led to the following research question:’ Is there a necessity to adapt the harbour constructions in the harbour of Brouwershaven, or to secure them against the reduced tide in the Grevelingen lake?’. This research was started by investigating the different boundary conditions such as: • Wind 1,54 m/s Southwest • Occurring water levels +0,7 m NAP and -0,5 m NAP • Not exploded explosives Not taken into account • Soil structure Exists mainly of clay and peat, with a thick sand layer at -16 m NAP • Profile of the harbour bottom Design level of the harbour bottom at -2,75 m NAP • Shipping Limiting factors: ship draught of 2 m and length of 14 m • Flow rate through the guard lock In case of tidal power plant: 0,154 m/s In case of sluice caisson: 0,0719 m/s The new part of the harbour was designed after the closure of the Grevelingen. This is why the option was to check the stability of the structure in this part of harbour. At the end of the calculation it turned out that there was no danger for the structures to become unstable by the reduced tide. However, there is a statistical probability that the scaffoldings as well as the quay wall will be flooded once in a hundred years. The bigger problem that was found was the accessibility of the harbour. The harbour is now only accessible for ships with a draught of 2 m at a water depth of 2,5 m. Which at a lower water level would cause problems to safely enter and manoeuvre in the harbour. In the search for a solution a brainstorm session was held with the construction company ‘Aquavia’. With the help of a multi criteria analysis (MCA) it was found that the best solutions were: • Construction a new harbour in front of the guard lock • Creating a new function for the existing harbour and shifting the harbour function to a new location in front of the guard lock • Demolition of the sills in the guard lock and dredging the harbour to a deeper level In consultation with ‘Gemeente Schouwen-Duiveland’ it was decided to design the first and the last bullet in more detail. The first variant that was dealt with was that of the demolition of the sills in the guard lock and the dredging of the harbour. The idea here was to lower the bottom of the harbour and the guard lock to at least a level of -2,75 m NAP, which produces a volume of 5143 m3¬ of material such as silt to be dredged away. Which includes the possibility of: • Finding not exploded explosives • The quay walls of the oldest part of the harbour becoming unstable. Also the stability of the guard lock construction after removing the sills had to be checked. This unfortunately was not executed due to the lack of technical data and drawings of the reinforcement. Finally an estimation of 300.000 EUR was made to realise this variant. The idea for the second variant is to leave the harbour behind the guard lock in the state it is currently in and to construct a new harbour in front of the guard lock. In this way smaller ships can still use the old harbour whereas the ships that cannot enter the harbour anymore can moor in the new harbour as well as even larger ships. In this new harbour then there would also be a place to moor the fishing boats as well as a river cruise ship. Because of strict time scheduling it was decided to only design one of the important structures of the harbour, namely the harbour mole. For this design there were 2 variants to take into account. In the first variant the total mole construction (breakwater + the pier) was made of wood, whereas in the second variant only part of the breakwater was made of wood. The pier, however, was made of concrete. Finally it was estimated that the construction of the new harbour would cost 7 million EUR. Which is a big difference compared to the price estimation of the demolition of the sills in the guard lock. Both variants have their pros and cons. By demolishing the sills and dredging the harbour to a lower level the problem of the harbour is resolved while a smaller/ more optimised version of the other variant could enable more future prospects to be worked out for the harbour by increasing the capacity and attracting new functions to the harbour. This could of course increase the harbour profits.

Myanmar, formerly known as Burma, is a country in Southeast Asia with a population close to 60 million people, which suffers from underdeveloped infrastructure. With the change of government and restoration of democracy starting from 2011, policy reforms are anticipated leading to large-scale economic development and growth. This growth is expected to result in rapidly increasing trade volumes. Myanmar’s maritime infrastructure needs upgrades: existing ports are mainly up-river, have limited draught and need continuous dredging. Currently, six deep sea port projects are being planned, but it is not known whether these sites have been selected based on rational, commercial and technical considerations or on (geo)political interests from the past. If these sites have been selected based on outdated political considerations, rather than commercial, well-grounded and sustainable development, they may struggle to obtain finances and support. Especially in the past, port sites were often allocated based on (geo)political considerations. However, because site selection is critical to port development and the long-term success and growth of a port, research into optimum and sustainable site selection is of significant value. The research objective is development of a strategy for deep sea port site selection and port development in Myanmar, by developing, validating and applying a framework for sustainable site selection, integrating a stakeholder-inclusive approach and ecosystem services. This framework is developed based on literature and desk study, and a comprehensive case study conducted in Myanmar. The strategy elaborates upon the optimum site selection (process), conceptual lay-outs and biggest challenges. Following the developed two-step site selection process, a short list with the sites Pathein, Yangon, Mawlamyine and Dawei was obtained. By means of a Multi-Actor Multi-Criteria Analysis and a cluster-based ranking, Mawlamyine and Yangon ended first. Yangon seems like a logical choice for deep sea port development, as it is the economic center of the country with the best hinterland connectivity. Despite pressure from stakeholders, it is concluded that Yangon is not a suitable location for deep sea port development because of physical restraints. However, it is a crucial port and must be part of the strategy. Yangon and Thilawa port should maintain and strengthen their current activities, and this appears best in combination with a deep sea port near Kalegauk Island (near Mawlamyine), which is connected with a high-quality road connection to Thailand and the Greater Mekong Subregion. Besides, this site offers many opportunities with respect to Ecosystem Services, by using Ecosystem-Based design principles. This port will accommodate the large Post-Panamax vessels and Yangon and its hinterland will be connected to it by sea, road and rail. Yangon port functions as a feeder port or extended gateway in this combination. This combination of ports can for instance be found in Thailand, Cambodia and Vietnam. Besides the combination Kalegauk Island and Yangon, a combination of Pathein (Near Nga Yoke Kaung) and Yangon may be a possible port combination. However, this needs additional research.

Vessel traffic in ports is a key issue due to the high increase in vessel flows that lead to busier waterways. This dissertation presents novel methodologies to assess vessel traffic in ports based on capacity and risk independently and jointly. These methodologies have been applied to case studies using simulation models and AIS data. They provide a framework to support decision makers when assessing new infrastructure designs, expansions or changes in the vessel traffic management strategies.@en