Telemedicine has the potential to significantly improve healthcare delivery in low-resource settings (LRS), yet its adoption remains low despite its benefits. This study explores the organizational factors of telemedicine adoption in LRS using qualitative research methods and adapting the Unified Theory of Acceptance and Use of Technology (UTAUT) framework. The research identifies key barriers and facilitators, and a modified framework is proposed to better address the adoption dynamics. The study provides valuable insights into how telemedicine adoption can be examined among healthcare professionals in LRS, highlighting the need for further validation of the proposed framework.

This thesis explores the potential of Virtual Reality (VR) as a tool for workforce reintegration after absenteeism, using a Value Sensitive Design (VSD) approach in the context of KLM, a major airline company. The study addresses the values and concerns of cabin crew employees undergoing traditional reintegration processes and examines how VR can be customized to better meet the diverse needs of employees returning to work after prolonged absence.

Background & Problem Area: Certain conditions may lead employees to stay away from their regular working environment for prolonged periods of time. This is called Absenteeism, and many employees stay for a significant time in the reintegration phase, where they work in alternative workplaces for much fewer hours per week before going back to their old duties. The one-size-fits-all designs of reintegration processes have proved unsuccessful considering their prolonged duration. The organizational turbulence & increased costs for companies caused by this phenomenon highlights the need for customized interventions for employees coming back to work.

Research Gap: As such, the first gap that this study will try to address is the lack of understanding of how to customize these processes and how to support employees coming back to work. The adaptability and applications of Virtual Reality makes it potent to be used in the context of workforce reintegration. However, this indicates a second gap regarding whether and how Virtual Reality technologies can be implemented in the workforce reintegration. The novelty of this study and the lack of an existing clear-cut approach, lead to a third research gap of how to implement a Value Sensitive Design approach, to redesign reintegration processes, through VR interventions.

Research Objectives & Questions: The first aim of this research is to explore the values in the context of workforce reintegration as a new way of understanding how to create value-sensitive technologies. The second aim is to understand the potential of using Virtual Reality in the reintegration process to best cater to the needs of their end-users. Therefore, the present study will seek to answer the following research question:

“How can the workforce be reintegrated back to work, by considering their values?”

Research Approach: The study employed a qualitative research approach using an adaptation of the Value Sensitive Design (VSD) framework. This included stakeholder mapping (direct & indirect), semi-structured value-oriented interviews, and VR user-testing sessions. The data was analyzed using a Thematic Content Analysis methodology.

Results: The stakeholder analysis revealed that the stakeholders that were mostly impacted by the technology were the ones with the least influence in the process. The data analysis unveiled that while VR showed potential for bridging the gap between reintegration and regular work environments, it also revealed the need for customization. The study identified the following key values in regards with the workplace: Organizational Support, Work-Life Balance, Autonomy, Safety, Physical Wellbeing, Mental Wellbeing, Purpose & Meaning Workplace Connection. Moreover, the study identified Privacy, Immersivity, Accessibility, Customization, Usability, Human Wellbeing and Autonomy as values implicated in VR design either through their presence or their absence in the technology. The study found that VR could mediate certain work values as depicted into the Virtual Vitality Model (VVM) developed on this basis. However, trade-offs, for example, between Workplace Connection and Physical Wellbeing, are to be considered. The value of Customization, a currently underexplored value, was investigated through the VSD prism, and seems promising to not only redesign processes through redesigning technologies, but also make this process more human-centered and inclusive.
Recommendations: The study recommends implementing VR as a supportive tool in the reintegration process, emphasizing the importance of customization to cater to individual needs and contexts. Customization in the context of reintegration through VR should consider factors such as people’s capabilities, experience with technology, their specific job duties and responsibilities. A transdisciplinary approach between managers and employees is essential for developing a more human-centric design that incorporates the values and needs of all stakeholders, particularly those most affected by the technology.

Conclusions: One of the key messages of this study, that despite people sharing similar values to a certain extent, their values vary among employees, work contexts, and even time periods. The study's strengths lie in its innovative methodology using the power-interest grid within VSD, the holistic approach on incorporating diverse stakeholder perspectives, and employing empathy and trust for data collection, leading to rich data. The weak external validity of this research should prevent us from generalizing the results to other populations and he cross-sectional design does not allow us to observe how VR usage impacts the reintegration process duration overtime. Job Satisfaction was a recurring pattern identified in the data, but it was outside the scope of this study. Future research can aim towards investigating how job satisfaction may impact the duration of the reintegration process and whether work values mediate this relationship.

In this research, a step by step approach is followed to find the root cause of the lagging adoption of an automated planning system by equipment planners. This is done by exploring the Technology Acceptance Model by Davis, from which a conceptual framework is established. This framework is central to a survey conducted under equipment planners globally. The results of this survey, and follow-up interviews, allow to identify the root cause of the lagging adoption of the new system. Furthermore, these results are used to draft a road map to improve the adoption rate.

In recent years, the escalating frequency of droughts due to climate change has made the prospect of more frequent droughts increasingly tangible. Effective water management during these periods is paramount, as it involves balancing water demand with limited supply. Water distribution models are instrumental in this regard, aiding decision-makers in preparing for and mitigating the impacts of drought and water scarcity.

This study aims to investigate how water distribution models align with the interests of key stakeholders, particularly during droughts. Using the Quick Water Allocation Scan Tool (QWAST) by Deltares as a case study, the research explores how water is allocated during droughts in the Netherlands. Through literature review and stakeholder interviews, the study examines the values underlying stakeholders' water demands and their perspectives on water-related issues.

Four main sectors with distinct water demands are identified: agriculture, inland shipping, drinking water, and nature conservation. While efforts are made to balance water demand across these sectors, challenges arise during droughts when each stakeholder seeks to protect its interests. Despite the expectation of value conflicts, stakeholders generally acknowledge the need for balance.

However, closer examination reveals challenges in water allocation during droughts, particularly regarding the adequacy of QWAST. The tool primarily focuses on surface water, overlooking groundwater, which is crucial during droughts. Each sector has specific water quality and quantity requirements, leading to a complex set of claims and challenges in water allocation.

While stakeholders share overlapping values, QWAST is considered incomplete in addressing drought management and water distribution effectively. Stakeholders question its relevance as a water allocation tool, especially considering its limited coverage of groundwater. Instead, there's a call to prioritize groundwater management directly, particularly during drought situations.

Recognizing the disparity in perspectives, the study recommends integrating economic considerations and policy implications into QWAST. By quantifying the impact of drought on sectors, the tool's value for stakeholders can be enhanced. Additionally, initiating comprehensive discussions on water allocation, covering both surface and groundwater, is suggested to reach a consensus on addressing water scarcity effectively.

In conclusion, while water distribution models like QWAST offer valuable insights, they fall short in addressing the complexities of drought management and water allocation, particularly regarding groundwater. Integrating economic perspectives and policy considerations can enhance the effectiveness of such models in guiding decision-making during periods of water scarcity.

This research investigates the acceptability of Travel Demand Management (TDM) measures among Dutch students and teachers to reduce train overcrowding by students during peak hours. Overcrowding has become a significant issue for the Dutch railway operator exacerbated by staff shortages and limited capacity expansion due to infrastructure constraints. The large number of students travelling during peak times, benefiting from government-subsidized public transport, contributes substantially to the problem.

The central aim was to identify which TDM measures would have the highest acceptability to students. A key contribution of this research is the development of an individual acceptability framework tailored to Dutch students.

Semi-structured interviews were conducted with 12 students from both HBO and WO levels and 5 teachers. Findings indicate that while students are aware of the overcrowding issue, their motivation to alter travel behaviour is primarily driven by personal discomfort rather than moral responsibility. The most acceptable measures among students were ‘adjusting schedules’ and ‘compressed workweeks’, which were seen as effective and fair. Increasing travel costs by 50% was considered effective but raised concerns regarding fairness and potential negative impacts on educational quality.

This research recommends further research into ‘schedule adjustments’ and ‘compressed workweeks’, with attention to logistical and organizational constraints. Additionally, it highlights the potential relation between socio-economic factors and the acceptability factors. Furthermore, future studies should examine the regional distribution of overcrowding to avoid broad, nationwide measures for region-specific issues.

The use and value of Open Government Data (OGD) are gaining increasing attention from governments, corporations, and individuals. Governments have developed portals and started initiatives to share, promote and facilitate OGD interactions. The key objectives of the release of OGD by public entities are public responsibility, economic expansion, and operational and technical values. However, the potential of OGD is limited by the ability to reuse public data. Although OGD is becoming more available, the value realisation of OGD is hindered by its limited use. Within the OGD ecosystem, data intermediaries, especially Non-Profit Organizations (NPOs), have been playing a role within the OGD ecosystem, perhaps making OGD more usable for users. We assume that the barriers that are most likely to hinder the potential of OGD are more linked to the barriers to using OGD other than structural or provisioning barriers. Furthermore, the barriers to using OGD might be more influenced by the activities provided by the non-profit data intermediaries (NPDIs). Given the anticipated transformation potential of OGD and the current barriers to reusing OGD, it is necessary to investigate how the existence and activities of the NPDIs affected the barriers to using OGD. This study explores the impact of the NPDIs’ activities, particularly their impact on barriers to OGD use. We introduced the following research question:

How do European non-profit data intermediaries reduce the barriers to using OGD?

Adopting an explorative case study approach, we first identified the barriers to using OGD through the use of a literate review method. We introduced three categories of barriers in which these barriers originated. These categories are OGD portals, OGD datasets and OGD users’ abilities. Furthermore, we conducted a narrative literature review to analyse and identify the roles and activities of the open data intermediates. We identified seven roles that summarise the set of functions of responsibility that open data intermediaries assume and fourteen activities by specifying certain actions or tasks that open data intermediaries fulfil. Based on the literature review, we could not link the activities to the barriers. However, we conceptualised the barriers to using OGD and the activities of the open data intermediaries separately.

Following this, we conducted desk research by analysing NPDIs’ websites, complemented by interviews with the selected NPDIs to analyse their activities and roles in the OGD ecosystem toward reducing the barriers to using OGD. Our findings of the activities of the NPDIs showed that NPDIs have a different scope and objectives, often a social goal, compared to open data intermediaries who might be, for instance, interested in profit. However, the roles and activities of NPDIs, are similar to open data intermediaries in terms of their operations. NPDIs do not necessarily focus on specific roles or activities but rather provide a wide range of services and conduct various activities. This may be driven by the overarching social goal where they try to offer a complete solution that does not lack in some areas. However, some of the activities we identified might be specific to NPDIs, such as promoting the use of OGD, allowing OGD users to disseminate their OGD-driven insights and improving and facilitating the process of using OGD.

We conducted nine semi-structured interviews with individuals from NPDIs and their users to learn how they perceive NPDIs are reducing the barriers to using OGD. Through coding the interview transcripts, we applied a thematic analysis approach to the data obtained from the interview. We have identified six themes that represent how NPDIs reduce the barriers to using OGD. These themes are; building OGD capacity and expertise, improving OGD accessibility quality and usability, empowering OGD users, OGD process optimisation, promoting and advocating OGD-related activities and policies, and facilitating and improving stakeholders’ collaboration and engagement. The findings showed that NPDIs mainly emphasised improving OGD capacity, accessibility, availability, and findability. Then, we conducted a focus group session to triangulate our case study data. Three participants participated in our session, two represented the NPDIs perspective, and one represented the user perspective. We concluded that NPDIs’ activities reduce the barriers to using OGD, such as OGD users’ ability, OGD accessibility, and quality of OGD datasets and portals. However, quantifying their impact or linking their activities to some of the barriers they reduce is challenging due to the multiple impacts of the NPDIs’ activities.

Our study attempted to address the gap in the literature regarding the NPDIs’ impact in reducing the barriers to using OGD. Also, our study provided insight into how NPDIs reduce the barriers to using OGD; we identified their characteristics and strategies, which contribute to setting the groundwork for future research exploring the link between NPDIs activities and barriers to using OGD. Our results underline the value of NPDIs to the OGD ecosystem. Policymakers or key NPDIs persons can leverage the results of this study to capitalise on the identified opportunities, such as trying to make NPDIs efforts more proactive in anticipating the barriers of OGD to contribute to better use of OGD ultimately.

The increasing global demand for air cargo shipments, driven by trade growth and the need for fast transportation, creates pressures on the air cargo supply chain to ensure efficient, safe, and reliable operations. The current documentation process, a mix of digital and paper-based systems, introduces inefficiencies and potential safety risks. This thesis explores the barriers, opportunities and potential solutions for a complete e-Freight implementation in the air cargo supply chain, that is, a completely paperless documentation process. Due to the lack of specific literature on the documentation process in the air cargo supply chain and the dearth of empirical studies, the research aims to identify and categorize potential barriers to e-Freight implementation and ascertain the current state of e-Freight implementation within AirFrance-KLM Martinair Cargo (AFKLMP Cargo). The study conducted an extensive literature review on related topics to create a theoretical conceptual barrier overview. An empirical study was executed at AFKLMP Cargo using a single in-depth case study approach with multiple sub-cases at various outstations worldwide. Semi-structured interviews, informal expert conversations, and direct observations were used to gather data, which was then analysed using a bottom-up coding method. The findings revealed 21 barriers to e-Freight implementation, grouped into seven main categories.

These barriers are complex, interrelated, and include organizational, social & cultural, economic & financial, technical/technological, market, regulatory, and standardization issues. The lack of unified industry standards complicates the transition, leading to country-specific restrictions and processes that obstruct e-Freight's universal application. The disconnect between the organization and the market exacerbates this issue, failing to effectively communicate the importance and benefits of digital documentation standards. Additionally, the company's decentralized structure creates obstacles for the standardized implementation of e-Freight across all outstations. The conservative nature of the industry and lack of commitment from top management, along with ineffective communication strategies, further reinforce these barriers. There are opportunities, however, in the form of digital document acceptance by local authorities and international regulations like the Import Control System 2 (ICS2). The study concludes by recommending an adaptive and collaborative implementation approach, with a focus on internal practices to address external challenges. An engaging narrative and a win-win situation for all stakeholders should be emphasized to facilitate collaboration. Small steps and a structured, iterative process are advocated for successful e-Freight implementation. This research makes a significant contribution to the field by providing a theoretical framework for identifying barriers to paperless documentation and offering valuable insights into the e-Freight implementation at AFKLMP Cargo. Future research can further test these findings for their applicability in other organizational settings in the air cargo supply chain. Other recommendations address the need for future academic research to test, compare, or expand upon the results.

Circular Economy (CE) is a new economic development paradigm that is proposed as a counterweight to the traditional “take, make, use and dispose” model, known as Linear Economy (LE). To cope with the increasingly environmental impact of construction, a transition towards CE can be the solution. To that direction, several circular initiatives in the Netherlands, have provided an array of circular infrastructure projects that have been completed or are near completion. Scholars and practitioners alike have pinpointed the significance of inter-organizational collaboration, in the development of circular projects. However, this field is inadequately researched. This research investigates collaboration, under the prism of governance, defined as the set of rules and procedures, that govern the collaboration in the project environment. The aim of this study is to identify the governance arrangements that are in place in circular infrastructure projects and provide a framework of governance that could resolve known collaboration challenges. To that direction, first a literature review is conducted, to identify governance arrangements, based on the literature on inter-organizational, network and collaborative governance and collaboration in the circular economy. The findings are utilized to develop a research framework. This framework is validated through a multiple case study, where 14 participants across 3 circular infrastructure projects are interviewed regarding the governance arrangements that are in place. As a result, an elaborated framework of governance for circular infrastructure projects is proposed. The framework contains governance arrangements across 7 different dimensions of governance, namely Goal Setting, Rewarding, Monitoring, Capability Building, Roles and Decision Making, Coordination and Motivation. Lastly, through this research recommendations towards practitioners on the field of circular infrastructure are given. Those include: Making a clear distinction between circular project and circular sector, Developing circular projects as a way to alter the sector, Generating and sharing knowledge, Investigate the capabilities of actors and select partners based on their skills and motivation, Utilize traditional forms of collaboration when the necessary capabilities are absent, Consider reputation and future business opportunities as the main incentive for participation in circular infrastructure projects, and Achieve external support through cultivating an intra- organizational circular mindset, showcasing results and achieving positive reputation.

To deal with the pressure on urban energy infrastructures, renewable urban planning is on the rise and ambitious sustainability targets have been set to transform cities. Although these targets have resulted in many sustainable policies, the implementation of sustainability policies is lagging, hindering the energy transition. One such case, is the geothermal energy sector of the Netherlands, specifically in the urban environment. To overcome this implementation gap, this study investigates the role that assessment frameworks (afwegingskaders) might be able to play. To explore both the design of assessment frameworks and the key issues of urban geothermal energy development, the main research question investigates how assessment frameworks can support local policy making in dealing with the complexity of urban geothermal energy development in the Netherlands. The aim of this research is to develop a draft design method for assessment frameworks and to create a basis from which local assessment frameworks on urban GE can be designed. The draft design method for assessment frameworks has been developed by researching existing assessment frameworks and by studying literature on public decision-making. The case of urban geothermal energy has been investigated by conducting multiple rounds of interviews with several diverse representatives of the urban geothermal energy sector.
The draft design method takes a 4 step process to design an assessment framework along the lines of a value hierarchy: gathering norms by analyzing the public debate; deriving values from these norms; specifying the values and norms into final intervention specifications; and lastly justifying each final specification, making the trade-offs between the different values and norms explicit and traceable, and hereby reflecting on the balance between long and short term values and ambitions of the municipality.
For the case of urban geothermal energy development, four key issues have been identified. These are: collective action, which concerns the directing of the different actors involved; effective citizens communication, which addresses the challenge of social acceptance; lead times, which concerns the long and still inefficient processes of permit procedures; and financing, which addresses the challenges of investment in a relatively new and inherently uncertain industry.
The following recommendations can be made. The design method for assessment frameworks needs refinement. The next step in developing this draft is to work out all four steps extensively. For the development of local assessment frameworks for urban geothermal energy, it is advised to help municipalities in creating an assessment framework by doing preliminary work to make the four-step process accessible. It is advised to generate a general list of values, norms, and suggested final specifications. Also, a draft can be created for the context chapter, detailing the national context of the heat transition. In doing so, municipalities only need to: 1) connect the drafted context chapter to their local energy transition policies; 2) evaluate with their citizens if the list of values and norms is adequate; 3) design intervention requirements based the suggested interventions; and then 4) consult with their citizens if the political choices made are clear and just.

This thesis explores the integration of sustainability in the Replacement and Renovation program (V&R) of Rijkswaterstaat (RWS) WNN, focusing on renewing and revitalizing aging infrastructure assets. With a substantial portion of RWS assets approaching the end of their design life, sustainability becomes crucial for continued functionality. The V&R program aims to modernize infrastructure, aligning with organizational sustainability goals. However, challenges in transitioning from innovation to formalization and standardization within the organization are observed. The study, based on literature review, desk research, and an in-depth case study with interviews, identifies gaps in stated ambition levels and a tension in defining sustainability among civil servants. Recommendations include raising ambition levels, providing clear subsidies for innovative solutions, and integrating financial project controllers within teams for effective funding strategies. The thesis emphasizes the need for contextual frameworks and concrete indicators to enhance sustainability in V&R projects, urging higher management to offer clearer guidance on sustainability goals of the V&R.

The development of automated cars has introduced the potential to reduce global CO2 emissions by enhancing driving efficiency. However, counter-research suggests that this may lead to increased CO2 emissions due to higher speeds and highway congestion. This research examines the impact of automated cars on train travel, focusing on their unique attributes: safety, motion sickness, and comfort.

In the densely populated Netherlands, where congestion is a significant issue, train passengers may shift to automated cars, which would result in an increased road congestion. Safety concerns in automated cars impact the decision for a transportation mode, and individuals are more likely to experience motion sickness while riding in them. Automated cars offer comfort features that are not available in regular cars, allowing occupants to engage in other activities.

This study investigates the extent to which safety, motion sickness, and comfort influence train passengers' decisions to choose automated cars over trains. A Stated Choice Experiment methodology was employed to assess these factors on the Rotterdam-Amsterdam corridor, one of the most congested routes in the country. The findings indicate that comfort is the most influential factor in the modal choice, followed by safety and motion sickness.

However, the study emphasizes the need for a cautious interpretation of these results since the impact does not directly correlate with the actual probability of a modal shift. While comfort emerges as the most influential factor, it carries potential negative consequences for the public transport sector and road congestion.

This research underscores the significance of assessing the impact of automated cars on train travel, particularly considering their distinguishing factors. Nonetheless, as this study relies on hypothetical scenarios, future research could benefit from real-world experiences with automated cars. Furthermore, extending the investigation to shared or fully automated cars would enhance the generalizability of the findings.

Urban logistics is characterized by a high degree of freight flow fragmentation, the employment of various delivery methods, and the use of various vehicle capacities. Urban logistics is important for inhabitants' quality of life both in a negative and positive sense and plays a large economic role with significant advantages for various stakeholders along complex, dynamic supply chains. These trends influence the direction of how the city and the supply chain will develop over the coming decades.
Getting a clearer vision of city logistics by exploring (economic, societal, and environmental) trends and different new forms of transportation with exploratory scenarios benefits a wide range of stakeholders. With this vision, municipalities can adapt their urban logistics policy strategy and logistical companies & developers their investments in supply chains and infrastructure. 
Rather than sharing their experiences, cities mimic each other's freight legislation. Because the stakes of the various players in the issue are not directly recognized, obligations for urban freight are passed to other stakeholders, and expectations on projects are unclear. and they do not feel responsible for the solution. Changes in logistic stakeholders' conduct are hindered by their passive and awaiting attitudes toward one another. Technological and economic developments have had an impact on urban freight leading to a growing scale of consumption and production. Four distinct scenarios for exploring the future of urban logistics were developed. The four scenarios give an overview of the future of urban logistics and the organization of the inner city supply chain in 2040. The developed vision 2040 for urban logistics has shown significant changes regarding the use of technologies and infrastructure, the design of services and delivery concepts, market organization and cooperation, planning and regulation and finally to a certain extent also behavior. All in all, eventually in 2040, we will not be worse off in terms of CO2 emissions than in the current scenario as climate change will put pressure on increasing emission reduction regulation, even in scenarios 1 & 3 where market forces dominate. Scenario 2 might be the best future outcome for increasing the city's liveability but less good for logistical businesses due to heavy regulation in the urban logistics system. Scenario 4 might be the worst for businesses due to increased cost and economic headwinds and city inhabitants due to reduced living conditions caused by extreme weather. This scenario could be averted if there would be a drastic reduction in emissions to stop climate change. The development of innovative urban distribution methods and driving forces can have a substantial impact on the future urban logistics system. These scenarios, implications & recommendations should assist businesses, policymakers and investors in imagining future developments, exploring relevant uncertainties, and studying the implications for their merit.

Last-mile delivery in urban areas causes many problems, including air pollution, nuisance, and congestion. There are various delivery methods, which differ in terms of costs, sustainability impacts, and societal impacts. One of these methods is crowdshipping. According to literature, crowdshipping is a promising solution to various last-mile delivery problems, because it promises social (less nuisance), economic (cheaper delivery), and environmental benefits (less fuel consumption). In order to investigate whether crowdshipping is a delivery method that can be implemented in urban areas in the Netherlands, this thesis researched the success and failure factors (SFFs). This thesis aims to fill this knowledge gap by answering the main research question: What are the success and failure factors of crowdshipping in urban areas in the Netherlands, and what implications do they have for future implementation?

To answer the main research question, five analyses have been performed. First, a literature review distinguished two manners of crowdshipping, namely value-driven crowdshipping and profit-driven crowdshipping. Second, based on the two manners that were distinguished in the previous analysis, a societal impacts analysis showed that the crowdshipping manner highly affects whether the societal impacts will be positive or negative. Value-driven crowdshipping will have positive societal impacts and profit-driven crowdshipping will have negative impacts. Third, a stakeholder analysis showed that the courier's power is high because they form the supply. The biggest problems between couriers and customers are trust and safety issues. Value-driven crowdshipping receives more support and user acceptance than profit-driven crowdshipping. Fourth, focus groups were conducted to deepen the knowledge of value-driven crowdshipping with travellers by applying a participatory method rather than literature study. Although literature was very optimistic about their user acceptance, the results from the focus groups showed that participants of potential courier target groups have a negative attitude towards participation. Fifth, in the SFF framework construction, the results of the previous analyses and their implications for the SFFs are integrated. A general framework and two specific frameworks for value-driven and profit-driven crowdshipping were constructed. The main outtake of the framework is that the factors affecting trust and user acceptance are the most important factors that should be improved for crowdshipping to work. Happy crowd is crucial because this factor was seen in all previous analyses. The way to obtain the happy crowd differs for value-driven or profit-driven crowdshipping. Linked to this, critical mass of couriers is highly important because this affects the effectiveness. Finally, the manner in which crowdshipping is implemented (value-driven or profit-driven) influences the environmental benefits. This impacts the perceived effectiveness and customer experience, which in turn affect trust and user acceptance.

The following conclusion is drawn from this research. If crowdshipping is to be implemented, the value-driven manner is recommended because this yields positive societal impacts. Therefore, the couriers are travellers instead of dedicated couriers. However, crowdshipping implementation in urban areas in the Netherlands has significant failure factors. Involvement of local governments and more research into minimisation of courier efforts are necessary to overcome these. However, it is unsure whether these failure factors can be readily overcome. Therefore, it is debatable whether crowdshipping is the most desired solution to resolve urban delivery problems. Future research should focus on investigating how the trust and user acceptance failure factor could be overcome.

The growing aviation industry asks for innovative solutions to be able to handle the increasing amount of baggage. An example of such an innovative solution is Computer Vision Technology (CVT), which uses cameras to identify bags using data and artificial intelligence. The value of CVT for the baggage handling ecosystem is currently unknown. Besides this practical knowledge gap, a scientific gap is found as well. The majority of the literature on digital transformations has an organizational viewpoint and does not incorporate established ecosystem perspectives. It is unknown how a value proposition needs to be designed for a data driven technology to lead to a digital transformation of an established ecosystem.

A DSR approach is executed in a situated setting at Schiphol Airport to capture the value proposition of CVT for the baggage handling ecosystem by the identification of use cases. . The results show that the implementation of CVT provides value for Schiphol Airport, the baggage handling system provider, airlines, handlers, passengers, and society. The value proposition of CVT is the automated identification of bags based on visual images that provides thirteen use cases applicable throughout the whole baggage handling process, which leads to more autonomous processes, process improvement, the generation of more (types of) valuable data compared to the current identification techniques and can contribute to the achievement of sustainable goals if it replaces the current identification techniques.

The results not only contribute to the aviation industry, but the insights gained during the research are also valuable for future digital transformations within other established ecosystems. During the research, a lack of ecosystems’ support for the digital transformation was identified, caused by two factors. It was found that certain process choices had a positive influence on these two factors, which inspired the formulation of process guidelines. These guidelines contribute to the digital transformation knowledge base as they provide insights into how to enhance ecosystems support for digital transformations. In this way, it guides future digital transformation processes within established ecosystems. Furthermore, the research provides an approach to get a grip on a complex established ecosystem and a tool to specify data-driven use cases in combination with its implications for the established ecosystem. No tool existed to accommodate that. Therefore, a tool was constructed and used, which provided guidance on the use cases’ specification and could be valuable within future ideation processes of data-driven use cases for established ecosystems.

Maritime Autonomous Surface Ships (MASS) is a breakthrough technology whose development incites excitement and doubts. MASS is still in its pre-diffusion phase, which means it still undergoes adaptations to best suit the market with the ultimate goal of reaching large-scale diffusion, despite the uncertainty about the timing in which large-scale diffusion will happen. Many breakthrough technologies, however, do not reach diffusion and that is related to actors and factors affecting its Technology Innovation System (TIS). Therefore, this research aims at answering “How can MASS reach diffusion within the maritime industry?”

This master thesis explores the potential influences of the COVID-19 pandemic on travel behavior change, and projects potential implications of long term travel behavior changes due to the COVID-19 pandemic on accessibility and the allocation of public space in the city of Amsterdam, the Netherlands for the year 2030. The first result of this thesis consists of the conceptualization of direct effects of the COVID-19 pandemic and policy measures on travel and activity patterns within a theoretical framework, based on travel behavior change theories. Reasoning from this framework it can be concluded that post-COVID-19 three general direct effects of the COVID-19 pandemic and policy measures on travel and activity patterns may be expected: (1) a shift from onsite to online work-related activities, (2) the respacing and retiming of work-related travel patterns and (3) a modal shift towards active modes of transport such as walking and cycling. The second result of this thesis are the creation of four exploratory post-COVID-19 travel behavior scenarios, based on participatory intuitive logic scenario planning methodology following an adaptation of the standard approach, including a novel scenario switchboard. The third and final result of this thesis are simulation results which project congestion rates and travel times by car, and the modal split within the city of Amsterdam in the year 2030 using a tour-based travel model. Based on the results as calculated within the travel model of the four post-COVID-19 travel behavior scenarios, it can be concluded that reduced work-related activities and its consequential changes to work-related travel patterns: (1) strongly alleviates congestion rates during the morning and evening rush hours, (2) decreases travel time from the city center of Amsterdam to certain other zones in Amsterdam with 1 to 2 minutes per person per trip, and (3) provides arguments to allocate more public space towards cycling infrastructure, especially within the district of Nieuw West.