The present study was designed to gain a deeper understanding of RTI control and Supply Chain Coordination, with a specific focus on the practical challenges experienced in the reverse logistics by asset-owner and asset-users. A case study at EPS - an RTI owner - is performed and a practical problem has been addressed with a design science and TIL systems engineering approach. It was observed that a huge amount of deposit is allocated to a retailer's generic account. The current state analysis found that this problem is mainly due to inefficiency in the current identification process with physical SSCC labels. The design goal of minimising the "Delta" -the number of unidentifiable return packages- was defined. Ways to redesign the reverse logistics were determined with the aim that all return packages can be allocated to the retailer at shop level. Based on the future state requirements and the design goal, the concept of matchmaking is developed as a way to achieve the design goal. This thesis shows that a matchmaking system can improve the traceability of return packages and that it has the potential in bringing the Delta of return packages with missing shoplink to zero. The matchmaking system is defined as the framework that ensures matchmaking, which uses a "key" generated by the sender to represent the return package. If the receiver can find the key upon arrival of the return package at the depot, the sender can be identified. Seven matchmaking systems were considered. Five alternatives use unique tray identities as key. One alternative uses the load carrier as key and the last alternative uses the return package identity as key. The validation results show that an "all read" or "reading of all individual trays" is not a requisite for a working matchmaking system. By contrast, as long as a certain ratio of reading at two locations is reached, an all-read scenario can be mimicked. The assessment investigated the instances in which zero mismatch take place. Results show that the higher the data capture capability of both the sender and receiver, the higher the chance a match can take place and the smaller the chance of a mismatch. This thesis creates insights on requirements for enhancing traceability of RTI's in the return chain and developed a matchmaking concept that can address the practical problem of returns without traceability of shop origin. The developed matchmaking concept is the outcome of an analysis of the current state and makes use of data elements that are already being collected in the database, in the case of EPS. The study addresses how collected data can be leveraged for enhanced RTI management in the reverse logistics and may inspire practitioners to face challenges with a similar lean approach.

Block signalling and Automatic Train Protection are two of the main railway safety systems to control the risk of train accidents. The combination of the existing Dutch block signalling system NS’54 and ATP-system ATB-EG is functioning well, but has some drawbacks. The systems have been designed over 60 years ago with proven technology of that time. Components are old and will have to be replaced in the near future. The safety functionality of the legacy systems is limited. Moreover, the capacity of the Dutch railway network with NS’54/ATB-EG is almost fully used while demand grows. Solutions are required to match the demand growth. The European Rail Traffic Managements System (ERTMS) is proposed to be the new standard European safety system. Train control is included in the European Train Control System (ETCS). It offers benefits in the form of interoperability, increased safety, speed, capacity and/or reliability over the national system. ERTMS/ETCS Hybrid Level 3 is an integrated cab-signalling and train protection system that combines train position information, onboard train integrity confirmation and trackside train detection. Compared to the legacy system NS'54/ATB-EG and the proposed system ERTMS/ETCS Level 2 it offers more railway capacity and allows for a reduction in trackside train detection. This thesis shows that the infrastructure occupation can drop from 84% to 66,7% when implementing ERTMS/ETCS Hybrid Level 3. Reducing the amount of trackside train detection to the minimum and transitioning from track circuits to axle counters can result in a decrease of track unavailability related to train protection systems of over 40% compared to the existing configuration.

An increasing demand for mobility due to natural growth in demand and an urbanizing Randstad region create a demand for a higher quality and higher capacity system of public transportation in the Netherlands. Funding for improvements is however lacking threatening the development of needed homes in the region as new development locations lack accessibility. The responsibility for plan making and development of housing and regional infrastructure has shifted to lower levels of government. Value capture funding instruments are successfully applied abroad where they supply parts of the required funding for infrastructural projects. The application of value capture instruments in the Dutch context is studied by looking at Dutch cases where regional public transportation infrastructure and urban development are combined and by expert interviews to explore the application of value capture instruments. Through a literature study it was found that the upgrade of public transportation infrastructure can lead to a 3 to 5 per cent rise in real estate values in the first kilometer from a new station location. By estimating a rise in real estate values using qualitative characteristics complex quantitative calculations can be avoided and an expected rise in real estate value can be found. A proposal for a value capture process is made where the choice for an instrument is related to the capture space and financial feasibility is considered in relation to the choice for value capturing. It is recommended that the Dutch government takes action to empower local public bodies to be able to apply value capture instruments by taking away legal risks. Timing, scale and governance are seen as key factors for local public bodies to be able to succeed in capturing value.

Due to complex nature of aircraft heavy maintenance checks, achieving process stability is difficult. Literature suggests that this stability can be obtained by separating routine and non-routine work, and focusing on quick identification of non-routine tasks by completing inspection tasks early in the check. Current task planning methods show limitations in producing a feasible task planning, motivating the need for an advanced task planning model. This model combines the task elements of manpower, work order, and aircraft zone to find the minimum TAT given the task complexity-based heuristic. For this model, aircraft zones have been redefined, as the zones specified by Boeing are not suitable for task planning. An experiment using the advanced task planning model is conducted for the Inspection Phase tasks of the Boeing 777 C07 check. The target is to complete all tasks in 48 hours. Results show that it is feasible to perform all Inspection Phase tasks in 61.28 hours, where 99.51% of the tasks is completed in 48 hours. Completing all tasks takes 8 shifts, with a maximum of 31 technicians in a shift. The total TAT can be further reduced by identifying and lifting the constraints in the planning. One example shows how this can lead to an 8 hour reduction in total TAT for the best experiment scenario, bringing the TAT closer to the 48-hour goal. This demonstrates how the advanced task planning method can be used to stabilise aircraft heavy maintenance.

Within aircraft component MRO industry, companies providing availability contracts are challenged by inherently unpredictable demand patterns and complex time crucial operations. Most prevailing academic literature within the MRO industry has focused on availability models or operations management in repair shops in the past. This study focuses on one of the most critical, and often neglected parts of the MRO supply chain. The reverse logistic flow of aircraft components. A research methodology was constructed by integrating the adapted DMADE (Define, Measure, Analyse, Design, Evaluate) structure from Lean Six Sigma and a number of different business process improvement methodologies from the literature in combination with a simulation study. The aim of the study is to identify a methodology with practical design criteria on how to redesign the reverse logistical processes of a component MRO provider, in order to improve the performance from an integral supply chain perspective. For this purpose a case study is performed and the current state of the closed loop supply chain of KLM E&M was measured and analysed. By analysing this current state, design criteria for redesign are determined. A new automated logistic handling area is introduced by separating the physical and administrative handling operations. The proposed redesign is evaluated using discrete event simulation. Through optimisation modelling the optimal balance between inventory, resources and time required to handle the volatile demand pattern to achieve a desired service level, is determined. By optimising the capacity in handling the total time in the supply chain can be shortened. The redesign was evaluated using different levels of proactive repair order creation and skill configurations. Results from the case study showed the relationship between process efficiency, available capacity in terms of manpower, inventory, service level, and handling time. By separating the physical from the administrative flow, reducing handovers and transactions, generating repair orders in advance and shifting from inventory buffers to capacity buffers the reverse logistic flow of component MRO providers can be drastically improved.

The continuing growth in air travel passengers, in combination with enhanced security regulations, has led to unsustainable situations at airports. In order to handle the future amount of air travel passengers while complying to security regulations and enhancing the passenger experience, the terminal system must be innovated. Seamless flow is a future end-to-end continuous, efficient and secure innovation which uses passenger biometrics for identification throughout the airport processes. Previous research is focused on fitting the new seamless flow technology in with the conventional airport processes. This research explores whether the biometric technology could lead to new, and feasible, passenger terminal concepts. Two new seamless flow concepts are constructed and assessed on their feasibility by conducting interviews with stakeholders, performing desk-research and executing a financial Cost-Benefit Analysis. The research findings indicate that the new technology could lead to feasible, efficient and experience enhancing passenger terminal concepts in comparison to the conventional terminal concept equipped with seamless flow technology. Thereby, the support of - and collaboration between - stakeholders, especially the border guard agency, is shown to be essential for the implementation of seamless flow technology on civil airports. Besides that, it is shown that more efficient terminal concepts could significantly benefit airports through increased commercial opportunities.

On a daily basis we (in) directly make use of functions of various infrastructures: we drive on roads and bridges or we live without worries behind the safety of a dike. Only when there are cracks in the dike or a particular bridge is not accessible due to for example a broken pillar, we realize how critical these infrastructures are for our society and economy. These infrastructures are not build to last forever and they are susceptible to breakdowns, especially as some are reaching the end of their technical lifespan. Building new infrastructures is simply not an option, as this is often financially and logistically not feasible. Getting as much as possible out of the remaining technical lifespan of such critical infrastructures is then down to employing innovative maintenance strategies, such as risk and opportunity based asset management, as is being done in the ROBAMCI project, initiated by Deltares. Management and maintenance of infrastructures already takes place in a multi-actor environment. Adding systematic approaches on top of this multi-actor environment requires maintenance managers to further integrate their decision making processes. However, analysis have shown that there is a clear lack of this integrated decision making. Literature has further shown that this could be as a result of a lack of information sharing between organizations. Improving inter-organizational information sharing, however first requires further understandings. This research project is done with the goal to achieve that understanding. A case-study in the context of ROBAMCI was used to study this concpt in a practical environment. The asset in this case was a sea-lock complex located in Delfzijl, which not only performs functions for shipping, but also has various other direct and indirect functions, influencing for example local nature, economy and regional water management. Theoretical knowledge, gained from literature studies, was then used to interpret the data from in-depth interviews with employees of identified organizations. The empirical findings, interpreted through various sources of literature showed that there is a wide array of factors influencing inter-organizational information sharing in the case-study. Among the most mentioned and expected were trust, competing interests/self-interests and legislations & policies. Organizations also add value to the importance of personal physical interactions and even though the information sharing takes place between actors of one national government, concern for information misuse is also seen as a potential barrier for information sharing. The data has also led to the formation of some factor-relations, we see e.g. that trust forms a positive causal relation with not only information sharing itself, but also has a negative causal relation with concerns of the quality of the information. Data also makes it clear that there is an interrelation between the 3 levels of information sharing. These findings, backed by theory have led to the identification of 2 general fundamentals that can be taken into account when trying to further understand information sharing. The first one focuses on trust and legislations, whereas the second one addresses on the embeddedness of the information sharing levels. Conclusively it can be said that inter-organizational information sharing helps to make more efficient and effective decisions for the management and maintenance of assets. There are many factors that can either positively or negatively influence information sharing. It is recommended that through further studying factor relations their importance can be determined. This can also help to reduce the high number of factors and frameworks. For ROBAMCI it is recommended to use the results of this research as input for a maturity analysis focusing on the inter-organizational information management of organizations in the sector.

In the 2020 timetable the Dutch legacy signalling and automatic train protection systems (ATB/NS’54) are operating at maximum capacity in the busiest parts of the network. With future expansions of services in mind, the capacity provided by the legacy systems could be considered insufficient. The planned implementation of the ERTMS/ETCS Level 2 system might still not provide sufficient capacity in these locations. This thesis investigates how the technological developments of the Hybrid Level 3 and ATO (GoA2) systems could contribute to the capacity of the railway network with the objective to provide a solution for the busiest part of the Dutch railway network. The capacity effects of these systems are analysed through a simulation case study on the SAAL corridor on the Dutch railway network, using a variant of the 2030 timetable. Through timetable compressions, the capacity that the different systems (ATB/NS’54, ERTMS/ETCS Level 2, Hybrid Level 3 and ATO) provide in different configurations. A further comparison between the human driver behaviour and automatic systems is made to determine where possible capacity benefits could be gained from. The thesis was partly used as an opportunity to further develop capacity modelling methods for ERTMS/ETCS and ATO based on the constraints provided by the systems and modelling software. The timetable compressions provided an overview of each separate system and configuration step and their contribution to the capacity. The results of the timetable compressions indicated that the ERTMS/ETCS Hybrid Level 3 and ATO systems provided 4 main steps for increasing capacity. 1. Improving braking behaviour through the use of ERTMS/ETCS braking curves instead of the legacy system 2. The use of shorter block sections through the ERTMS/ETCS Hybrid Level 3 system 3. An optimisation of driving/braking behaviour through the ATO system 4. The possibility to limit headway buffer times due to homogenisation of train movements brought by the ATO Sizable variations in the timetable compressions on the different part of the corridor caused by variations in the service pattern and infrastructure configuration indicated that the effectiveness of these systems will vary based on the location. This shows the importance for infrastructure managers of investigating these systems on a case by case basis when using them to increase capacity on their respective networks. The results from the case study indicate that the ERTMS/ETCS Hybrid Level 3 and ATO systems could provide a possible alternative for costly infrastructure expansion projects to increase capacity on the Dutch railway network. Trade-offs will need to be made between capacity, costs, and robustness to determine the optimal system configuration.

This research is about the integration of hybrid and electric aircraft (HEA) in the air traffic management system. Current conventional aircraft are responsible for emissions and noise that often lead to nuisance for residents. In order to make aviation more sustainable, aircraft manufacturers are studying the possibilities to replace fuel with a battery. However, due to a different powertrain, the performances deviate from conventional aircraft. This affects the air traffic management operations. This research studies how to integrate hybrid and electric aircraft in between conventional aircraft at (crowded) airports.

With the introduction of High-Speed Rail, many transportation hubs have been redeveloped to include this transport. However, these stations are often neglecting important aspects related to the quality of the public space and the connection with the surrounding. To improve the quality of the space, the station needs to be adapted in several days. To start, the areas are to monotone and need to be more diverse. Furthermore, the stations are currently not integrated with the surrounded context. Integration can be split up into functional, spatial, visual, and mental integration. However, each of these aspects is currently lacking. All these aspects need to be addressed to prepare the stations for future expansion and transformation. These aspects and other lessons learned are then applied during a redesign of the most problematic areas of Brussels-South Railway Station

The air cargo market is experiencing momentous developments that may impact strongly on future trends. A consolidation shift has been observed, by more integration of the supply chain. Integrators engage in forwarding, forwarding agents operate their own aircraft and airlines bypass the forwarding agents, by striking direct structural deals with major customers. This last development in the field of the air cargo road feeder service (RFS) is also known as Direct Trucking Pick-up (DTP). In the current air cargo business models, all cargo is delivered via a freight forwarder to combination carriers (carrying both passengers and cargo). In the existing organizational cargo structures, there is no direct link from customer to combination carriers. The traditional model of air-cargo transportation, has been challenged in recent years. This stresses the need for research regarding the green field of the DTP model, researched in this thesis. It is important for the combination air cargo carriers to consider how to deal with future competition. Using several theories, such as lean manufacturing and transaction cost economics (TCE), the performance of the current state of an in-depth case study for KLM Cargo was analysed. Based on the measurements and analysis, several problems were identified and a framework had to be developed as a test platform to test several improvement scenarios. Using the discrete event simulation tool Simio, a model was created serving as a test platform. Simulation was used to explore various opportunities of process improvements and the impact of the proposed changes before implementation. The 5 proposed improvement scenarios were tested using the test platform. It can be concluded that all scenarios improve / enhance the DTP supply chain.

A significant part of the revenue generated by KLM Cargo comes from transporting temperature- sensitive goods. Currently, KLM Cargo faces quality issues in the handling processes of these goods which may lead to significant loss in revenue, and the risk of not generating new revenue. This research focuses on the improvement of the performance of the handling processes of temperature-sensitive goods at the warehouses of KLM Cargo. The main research question answered in this research is: ‘How can the overall performance of the handling processes of temperature-sensitive goods in the KLM Cargo warehouses be improved?’ The current state of the handling processes of temperature-sensitive pharmaceutical and perishable goods is analysed by using the Delft Systems Approach and the principles of lean manufacturing. The current state analysis shows that the temperature-sensitive goods are out of refrigerated storage for long periods of time or are stored in the wrong refrigerated storage area (perishables and pharmaceuticals are not to be stored together). This is mainly due to insufficient capacity of processes and facilities, the erratic arrival pattern of air cargo and the presence of non-value added process steps. It is concluded that KLM Cargo currently does not use adequate Key Performance Indica- tors (KPIs) that describe the performance of the handling processes of temperature-sensitive goods. Thus, new KPIs have been proposed. These are the Time Out of Refrigeration (TOR), the number of storage violations and the on-time performance on handling deadlines. The TOR is calculated as the amount of time a shipment is present at the Schiphol hub, but is not stored in a refrigerated area. The number of storage violations represents the number of times a cool storage area has insufficient capacity and the on-time performance shows the percentage of shipments that are delivered on-time according to the handling deadlines set up by KLM Cargo. The overall performance of the handling processes of temperature-sensitive goods can be improved by decreasing the TOR while the amount of storage violations and the on-time performance do not deteriorate. In order to reach the research objective, multiple design options are proposed. The different design options should meet the requirements for the handling of temperature-sensitive goods as well as the procedures laid out in the rules and regulations. Discrete Event Simulation (DES) is used to model the system and test the effects of the different design options. The system performance is measured by the TOR, the number of storage violations and the on-time performance. In the current state the average throughput time of a temperature-sensitive shipment is xxx minutes, of which the shipment spends xxx minutes out of a refrigerated area. The number of storage violations is approximately xxx shipments per day, or xxx shipments per year. There are three design options tested in the DES model, they consist out of the following: 1) the removal of non-value added processes, 2) levelled truck arrivals by optimal supply chain collaboration and 3) an input controller to control the arriving cargo at the Schiphol hub. Input data consisted of a truck and flight arrival schedule based on actual data along with a synthesised dataset which contains the amount of freight per shipment, the type of product, the type of cargo and the departure times. Each design option was run 25 times for a simulated duration of 365 days. The results were averaged and analysed in order to choose the best design option. The optimal way to improve the overall performance of the handling processes of temperature- sensitive goods is found to be the implementation of an input controller at KLM Cargo. In this design option, an input controller is designed that decides if arriving cargo is accepted for further handling in the KLM Cargo warehouses. If adequate handling can be ensured, the cargo is accepted for further handling within the warehouses of KLM Cargo. If adequate handling cannot be ensured, the cargo is ordered to wait outside of the KLM Cargo premises and is put into a queue with other cargo that cannot enter the warehouse yet. The moment adequate handling can be ensured again, the cargo with the shortest transit time is ’pulled’ from the queue and accepted into the warehouse for further handling. Implementing this design option resulted in a xx% decrease of the TOR, a xx% decrease in storage violations while the on-time performance did not deteriorate and compliance is adhered to. This design option does however increase the chance of cargo missing their flight, as waiting times are added for shipments that are not directly allowed to enter the warehouse. At the same time, this phenomenon creates an incentive for customers to deliver their cargo on-time. For future research it is recommended to look further into other potential control strategies that include demand forecasting. In order to address the cost aspect of the performance, it is suggested to investigate the devaluation of temperature-sensitive goods when they are not stored in a refrigerated area. Finally, it is recommended to extend this research on the entire supply chain from shipper to consignee in order to get insights in the performance per lane.

Spartacusplan, the transportation plan for the Belgian province of Limburg from 2004, is now turned into the most extensive and ambitious bus rapid transit (BRT) project in Europe. However, the proposed vehicles and network do not correspond well to the region’s highly dispersed, poly-centric structure. Moreover, the dispersed urbanisation patterns and their adverse effects need further measures than Bouwshift to facilitate the spatial transition. The thesis explores the possible strategy for accelerating spatial transition through the interplay between urban and transportation planning. The thesis takes the lens of mobility justice by Sheller (2018), and seeks alternative paths to facilitating spatial transition without depriving accessibility on “unsuited” areas. To achieve these objectives, a multi-criteria analysis is conducted to determine the most suitable mix of elements and vehicle automation technology, and its corresponding infrastructural requirements. Trade-offs between accessibility gains through higher levels of automation and increased infrastructure are examined. Additionally, the study categorizes the potential of each location in Limburg based on criteria related to the built environment and accessibility. Through pattern language, the study resulted in urban design patterns and digital tools for transportation planning, providing practical guidance to urban designers and transportation planners for site-specific interventions across the province. The findings of this study suggest that, considering Limburg’s dispersed and poly-centric spatial structure, the higher infrastructural requirements for achieving level 4 driverless operations within Spartacuslijn are justified. Based on this model of dispersed BRT, the burden of densification can be shared with smaller cores, where the lifestyle is more aligned with rural areas. This can be achieved by providing accessibility and nodality in smaller cores through branch services connected to Spartacuslijn, offering single-seat rides to major destinations. The proposed approach and strategy presented in this thesis offer a synergetic pathway for regional planning by integrating transportation planning and urban planning. Furthermore, the insights gained from this research can potentially be applied to other parts of Flanders and to dispersed urban areas worldwide.

This project is the result of the research for the graduation project of Project HUMAM; Hub for Urban Mobility for the Amsterdam Metropolitan area. The project focuses on the future demands of the Amsterdam Municipality in which they expect an increase of 70.000 new households and 50.000 new working areas over the coming 30 - 40 years in Havenstad area. More people are moving from their village to the city or the suburbs, creating a full expanse of the city boundary and less space to accommodate the residents. However, the Municipality acknowledge the fact that this growth also brings difficulty in the accommodation of the expected households. Amsterdam Havenstad has been chosen to be the new urban core for these developments. The area is well-known for its extensive industries and enterprises, making this area rich and profound for the economic heart of the city, which will make its shift towards a mixed-use region for industry and residents. To accommodate these amount of people, the Municipality sees new opportunities in technological innovations and sees the use of a car as a potential problem in terms of land-use and health. Therefore, project HUMAM will analyse and research the Sloterdijk area, to accommodate a transportation hub for the city. This hub enables the district to ban the car and put the focus on Automated Vehicles and shared possibilities. To keep Sloterdijk connected, the hub will perform as the catalyst for the area. This project tries to posit a vision of a future where anyone in the city can go wherever they want, whenever they want to, and accordingly, a place where we share our spaces in total connectivity with our mechanic neighbours. Project HUMAM will be the landmark of innovation and offers solutions to this growing problem.

Urban planners and decision-makers face several challenges in keeping cities liveable. Getting a well-working urban freight system is one of these underexposed challenges, where there is still a lack of knowledge and awareness among them. Current freight policies are insufficient to tackle the increasing negative externalities due to lack of knowledge and awareness on urban freight and measures. The problem of increasing urban freight activities in cities can be considered as a generic problem, however, it will need different solutions, dependent on the characteristics of each urban area. With the Rotterdam-The Hague Metropolitan Area (MRDH) as a case study, the project aims to develop a strategic framework for local authorities to accommodate the increasing logistic demand of retailers while reducing negative transport externalities. The research has proposed a two folded solution for the spatial organisation of urban freight: urban consolidation (bundling flows of freight) and urban multimodality (using multiple modes). Based on the strategic framework and design proposals, it can be concluded that changing the spatial organisation of urban freight could potentially reduce the number of freight kilometres in the MRDH and thus negative externalities. There is a huge potential for urban multimodality (especially on the water) when integrated into urban freight strategies. A well-considered allocation of urban consolidation centres and other proposed nodes can create several synergies and strengthen this potential. Proposed interventions contribute to the liveability of the city by reducing the number of trucks in ‘vulnerable’ urban areas. Ultimately, the strategic framework gives new perspectives of urban freight to local authorities and can be environmental, social en economical beneficial and improve liveability.

The relevance of this research is derived from the current ambition of multiple cities around the world to change towards a much more sustainable future. Transit Oriented Development (TOD) is a concept that responds to this ambition by focusing on efficient transportation modes other than the automobile by integrating transit and urban development. In the Netherlands, many substantive issues are taken into account when it comes to stimulating the transition from a car-oriented development path towards a more TOD driven path. However, formal and informal barriers still hamper the implementation of such concepts due to multiple policy differences between transit and urban development. The main problem that is addressed in this report is the policy difficulty that appears when realising TOD projects in practice.

Airports and aviation in general play a crucial role in the transportation network of society. More than 2,500 airports support an annual traffic of 4 billion passengers. However, this number is expected to continue increasing to 8 billion passengers in 2040 according to International Air Transport Association (IATA). At the same time, the climate change phenomenon gained popularity in the society, in which the aviation industry is responsible for 3.5%, and 2% of the CO2 emissions (major contributor to greenhouse gases (GHGs) emissions). If no change is made the share of CO2 emissions are estimated to reach 20% by 2050. Specifically in airports, there is a lack of guidance on how to make the airport’s airside more sustainable. Therefore, this study aims to develop a state-of-the-art sustainable rating system for airports airsides to be able to make the aviation industry more environmentally friendly. This is done based on research from the already existing rating systems for buildings and others considering infrastructures. The focus of the one developed in this study is on the environmental pillar of sustainability from an infrastructural point of view. The developed system was named as ‘Airport Rating System’ and it was found to be a technique that can be applied in a systematic way when designing airsides, making the word ‘sustainability’ tangible.

The almost ceaselessly growing Air Transportation System has led to concerns across airports on how to deal with this growth. Also Amsterdam Airport Schiphol (AAS) experienced large increases in number of passengers and movements over the last decades: the current limit of 500,000 annual movements of the airport is (nearly) reached. Before stretching the current limit, AAS shall demonstrate that its growth is safely possible. In the past, both Hillestad et al. (1993) and the Dutch Safety Board (2017) investigated the safety at AAS and concluded that, despite vulnerabilities, the airport was safe. This research explores challenges and opportunities towards improving airport taxiway systems. Therefore, a currently lacking definition for taxiway system at systems level is defined first. Besides, Key Performance Indicators (KPIs) for taxiway systems are defined in order to identify parameters for improving the system based on stakeholders' point of views: safety, capacity, robustness, and environmental impact. Also, methods for assessing taxiway systems on these identified KPIs are defined. Next, AAS is used as a case study to analyze the performance of the taxiway system at the airport on the defined safety KPI. As part of the safety analysis of AAS, for the first time a taxiway system was analyzed on the Sustainable Safety vision as developed for road traffic - and showed to be valuable. Based on the safety analysis, challenges and opportunities within the taxiway system are identified and recommendations provided.

Technological innovations in the Dutch railway sector, such as ERTMS and the 3kV power supply system make it possible to increase the efficiency, effectivity and speed of the railway system in the upcoming decades. The implementation of systems such as ERTMS and 3kV is a lengthy process. The new systems will therefore operate alongside the old systems (ATB-EG and 1.5kV) for a long period of time. Between the old and the new system, operational transitions are required. The number of operational will therefore increase in the coming years. Some of these transitions from one system to another system turn out to be prone to failures and disruptions. When an operational transition fails, this can cause considerable delays on the railway network. Especially when multiple operational transitions are close together and occur nearly simultaneously, the risk of failures in one of these transitions is present. When operational transitions are combined, a failure in one transition can have large effects on another operational transition that is about to take place. Operational transitions are defined by two characteristics. Firstly, they are physical locations in the rail infrastructure. Secondly, operational transition require the driver to switch between two systems, or to change his/her behaviour significantly. The aim of this thesis is to investigate the effect of operational transitions on the reliability of train operations. The magnitude of the impact of operational transitions on the reliability of train operations is often unclear. This thesis contributes to scientific literature by examining a sizable number of operational transition types and providing an initial insight into the effect of these transitions on railway operations. For society in general and for ProRail in particular, the findings of this research can contribute to a better understanding of operational transitions. Using the acquired knowledge, ProRail can take measures that increase the reliability of operational transition passages, thereby increasing the punctuality of train services.

Surname is known for its rich colonial history and its export of coffee, cocoa and sugar, produced on plantations. Workforce was pulled away from agriculture industry when bauxite became an important export product which mines got exhausted recently. Nowadays, mining of minerals such as oil and gold is important for the economy of Suriname. The economy is therefore very sensitive for global price fluctuations resulting in instability, raising a relevant question on searching for more sustainable resources fort he economy to built on. Tourism has proven great potentials to contribute to a growth of economic development for countries. Cruise tourism is one of the fastest growing components of the tourism sector and is expected to continue even further. Due to its geographic position, pleasant climate, cultural and ecological attractions, Suriname has great potential to cherry-pick from the benefits of the rising popularity of different cruise tourism markets. The government has the ambition to increase the number of annual tourists by investing in many projects such as the improvement of infrastructure and river dredging, but currently has no sufficient port facilities to accommodate potentials of the growth in cruise passengers. Therefore, the objective of this study is to determine a feasible and socially desirable way to develop a cruise port in Paramaribo. From this study, it is concluded that a cruise port in Paramaribo may be feasible and contribute to a more stable economy in Suriname. The port could be positioned at best near the city centre. It is estimated that the significantly large investment needed to build on shore facilities are not directly earned back from passenger onshore expenditures, but expenditures of cruise operators for on-board provisions and other indirect or induced benefits are very promising. The design is made for a convertible terminal lay-out, which incorporation may add value and contribute to other urban projects increasing the tourism potential for Paramaribo as a whole. The successfulness of this project is dependent on the execution of other urban projects, such as dredging of the Suriname River to be able to include cruise ship handling for ships with deeper draughts, infrastructural improvements to prevent traffic congestion and urban rehabilitation projects to increase attractiveness for cruise passengers and encourage them to revisit Suriname. The willingness from cruise operators and residents, investments and governmental participation is also crucial, in which fund raising and further specification of a project plan timeline and a more detailed analysis of costs estimations are considered as the next step after this research.