Empty Container Repositioning (ECR) remains one of the most persistent and costly inefficiencies in global container logistics. To balance asymmetric trade flows at global, regional, and local scales, empty containers must be relocated from surplus locations to areas facing deficits. These movements typically generate no revenue for shipping lines. While the ECR problem has been widely studied at the global level, regional and local repositioning remain underexplored. This study investigates key barriers preventing direct inland repositioning between surplus and deficit locations within Maersk's hinterland networks of Rotterdam and Antwerp. A multi-method research approach was adopted, encompassing network analysis using internal Maersk data, stakeholder identification through semi-structured interviews, operational feasibility assessments, and financial analysis of repositioning corridors. Only 12% of container movements currently use direct repositioning, underscoring an overreliance on hub-based repositioning. Critical barriers were identified at both depot and corridor levels. Depot-level barriers include limited inter-vendor collaboration, fluctuating stock levels, container quality requirements, and seasonal flow variations. Corridor-level barriers encompass off-route positioning, fixed transportation schedules, lack of appropriate services, and physical constraints such as barge sizes. Financial assessments demonstrate clear cost advantages for direct repositioning by avoiding additional handling steps associated with hub-based movements. Operational insights highlight the impact of stakeholder interactions, coordination constraints, and planning routines on repositioning efficiency. These findings underscore the need for better stakeholder coordination and more flexible planning routines to make direct inland repositioning viable. By framing ECR as a coordination problem rather than purely an optimization task, this study offers practical insights for improving inland container flows in complex multi-actor networks.

The European Union’s (EU’s) Critical Raw Materials Act (CRMA) aims to strengthen the EU’s resource resilience by increasing the autonomy of Critical Raw Material (CRM) supply through EU-based extraction, processing, and recycling, thereby reducing external dependencies and promoting a circular economy. The CRMA mandates, among others, that at least 25% of CRMs come from EU-based recycling. Copper, a key CRM, faces growing demand, and with mining alone, future supply will not fulfill demand. This research analyzed the copper supply chain before and after the CRMA. It was found that recycling is the most promising solution for adherence to the CRMA and a sustainable and resilient future. The study develops a Mixed Integer Linear Programming (MILP) model to optimize the European copper recycling network under the CRMA recycling requirement. The model minimizes total costs while determining the optimal number, locations, and capacities of recycling facilities. The model is tested through a case study of a natural resource company and is usable to similar firms. Results identify four optimal facility locations: Stuttgart, Geithain, Bologna, and Barcelona, which were selected based on, among others, geographic centrality and supply and demand quantities. Sensitivity and scenario analyses reveal the network is vulnerable to facility outages, supply shortages, and significant demand increases. Decentralizing the network by adding a fifth facility improves resilience with limited additional cost.

Autonomous terminal tractors (ATTs) are a current development as a driver-less alternative to terminal tractors (TTs). This paper focuses on the integration of these ATTs in a rubbertired gantry (RTG)-based container terminal, and more specifically looking at how strategies for ATT-only intersections could influence the productivity of the terminal. For this study, a discrete-event simulation model of an ATT, ATT-controller and intersection management system (IMS) were designed. Within the IMS, four intersection strategies were developed: One-Vehicle-at-aTime First-Eligible-First-Serve (One-FEFS), Multiple-Vehicles-at-a-Time First-Eligible-First-Serve (Multi-FEFS), Quay-Crane Destination Priority (QC-Prio) and Priority for Delayed ATTs with QC Destination (Delay-Prio). These intersection strategies were tested in a peak-load and off-peak-load scenario, on a model of an RTG-based terminal, with configurations of varying fleet sizes. Here was found that the intersection strategies had a small influence on the QC productivity in the peak-load scenario, and a negligible influence in the off-peak-load scenario. Utilising either the Multi-FEFS or the QC-Prio strategy leaded to the highest terminal performance. In the simulation model, the ATT performed significantly worse than the existing non-autonomous TT, in every configuration.

In light of the energy transition and resulting electrification of the energy systems in the Netherlands, Distribution System Operators (DSOs) need to rapidly expand their operations to facilitate consumers. At the same time, their own activities need to become more sustainable as well. One of the important methods for this is integrating the principles of the circular economy in their supply chains (SCs).
This study focuses on designing a circular supply chain (CSC) for the redeployment and recycling of components from the electricity grid. It combines two CSC design methods, the SCOP method and the CSC guiding framework, with the Evolved Double Diamond to guide the design process. Throughout the entire design project other methods are used to generate input or boundaries for the design like qualitative workshops, data analysis, brainstorming and MCDA techniques for evaluation.
As a case study a design project is done for the Dutch DSO Stedin which allows to develop a concrete design, identify key remaining design decisions and develop an elaboration and evaluation framework to guide Stedin in CSC design decision making. In this case study, the focus is on cables and transformers for all voltage levels as these assets are most important in reaching the sustainability targets of Stedin.
The combination of the design methods was helpful in structuring and inspiring the CSC design process but lacks more detailed steps a designer should take. The use of the MCDA in design component decision making instead of alternative evaluation does seem a new and useful technique in CSC design but needs further development.

The transport sector is the Netherlands’ second highest emitting sector, with 19% of the total energy demand. Where other sectors are becoming more sustainable, the transport sector is one of the most difficult to decarbonise despite the many studies in this field. This research aims to gather a list of potential measures and combine them to reach an 80% reduction of emissions in 2040 for the hinterland freight corridor of Rotterdam - Venlo with a high rail freight intensity. A list of potential measures was established with literature studies and expert interviews. With a normative scenario design approach, an iterative process resulted in a list of 8 potential measures with a set of targets for these measures. After computation with the DeCaMod model a reduction of 80% is achieved on the corridor. The results showed that for this corridor, the reduction depends on the availability and adaptability of biodiesels and the electrification of vehicles and vessels. In contrast, measures aiming to improve logistics efficiency do reduce the total energy required but are less effective in reducing carbon dioxide emissions.

Transport and storage operations in a steel coil manufacturing industry make up a large part of a factory’s operating costs. With the advent of automated forklifts, unmanned transport and storage operations are becoming increasingly viable. Automated forklifts have the potential to lower operating costs, reduce the required number of employees, minimize transport damages and eliminate over-processing. Nonetheless, transitioning from manual forklifts to a fully operational automated transport and storage system requires addressing a range of complex decisions. These include the flow path layout, fleet sizing, vehicle dispatching, storage location assignment, and other relevant subjects.

This thesis presents an integrated approach to how the flow path layout design influences the material flow effectiveness, incorporating vehicle scheduling and storage location assignment policies. Based on a real-world case study, analyzed through Discrete-Event Simulation (DES) software, this study addresses the following research question: What in-plant system design facilitates effective material flow by implementing automated transport in a steel coil manufacturing plant?

First, applicable literature is investigated, thereafter, the system is analysed, and design alternatives are generated. The design alternatives vary in the use of manual and automated forklifts, and the flow path layout considers both conventional and zone-based flow approaches. The experiments test the influence of dispatching policies and fleet sizing on all alternatives. Furthermore, battery management, idle-vehicle positioning, unit-load selection and case-specific system constraints are integrated. The storage location assignment is based on the order identification number and the fill level of the storage parks.

By capturing the dynamic and variable nature of a stochastic production system, the DES evaluates the impact of different configurations on performance, costs, and other performance indicators. The cost-performance relations are plotted, resulting in a Pareto front consisting of a set of non-dominated system design configurations. A preferred automation alternative is selected from this set. Conclusions regarding the most effective transport system design and the integrated system design process are drawn.

This dissertation discusses how mode and route choice behavior might change with the introduction of future transportation modes when potential users are unfamiliar with such systems. It uses discrete choice models and supernetwork models without mode-specific constants and parameters with revealed preference data of current modes to understand how future modes could impact mobility effects such as mode choice, travel times, and resistance.

This paper investigates the uncertainties underlying carbon footprint estimations of freight transportation, with a particular focus on trip-level shipment data. The research aimed to identify and classify possible causes of these uncertainties using Walker’s uncertainty matrix, drawing from literature reviews, protocol analyses, field research, and interviews. Findings suggest that the accuracy and transparency of assumptions are crucial when communicating carbon footprint estimations, as emphasized in current literature. This study contributes to the existing knowledge by providing deeper insights into the influence of uncertainty causes on the final estimation. The primary source of these uncertainties can largely be attributed to data accuracy in the calculation of carbon footprints. A structured approach is proposed to examine potential causes of uncertainties and their potential impacts on the final carbon footprint estimation. To demonstrate the effectiveness of this approach, a case study analyzing three freight movements to a building site was conducted. This research offers valuable insights and a systematic method for addressing uncertainties in carbon footprint estimations, ultimately supporting more informed decision-making in the freight transportation sector.

The Flemish government is in pursuit of reaching their mobility and environment goals for 2040 and onwards. Therefore, the Flemish government sees building pipeline infrastructure as an option for transport of liquid bulk goods in the Antwerp – Ruhr trajectory. Pipeline transport is considered as an environmental friendly transport mode, which also offers opportunities to relief the stress on the Flemish transport infrastructure. At present, several pipeline systems operate in this region, though (chemical) companies in Flanders and the Ruhr region request for additional pipelines and capacity. As of 2016 the Flemish government is researching the need and opportunities for additional pipeline infrastructure.
This research contains a cost-benefit analysis (CBA) for assessing the potential gains of new pipeline infrastructure for liquid bulk goods in Flanders. Two types of CBAs are carried out, a social cost-benefit analysis (SCBA) and a financial cost-benefit analysis (FCBA). In the SCBA effects of the project are estimated that have an influence on society, this includes climate change costs, air pollution, but also safety and the loss of space due to the potential pipeline infrastructure. The FCBA addresses the financial viability of the pipeline project, including the investments costs of the project and operational costs among other project effects.
In order to estimate several effects, such as the external effects of transport, the research developed an aggregate mode choice model with limited transport data. Mode choice models can be a tool to support substantiation of the estimated effects in the cost-benefit analysis. The objective is to develop a mode choice model that provides sufficient accuracy to estimate the effects of a cost-benefit analysis, with the limited amount of data and information at hand.
The conducted SCBA concluded that pipeline transport can offer considerable reductions in terms of external effects of transport, which is beneficial for society. Still, there is an important social trade-off between the gains in terms of the reductions in external effects of transport and the effect of the pipeline infrastructure on nature and people. Furthermore, the FCBA shows multiple scenarios in which a competitive transport tariff can be offered to persuade a shift towards to pipeline transport.
However, there is uncertainty to what extent a modal shift to pipeline transport will take place. The followed approach to estimate a mode choice model with limited aggregate data and even missing data can be suitable for exploratory research, still the required assumptions and missing data make the results of the mode choice model prone to under or overestimation of the modal shift. Therefore the main conclusion is that pipeline transport is a potential alternative, however more information and data is required to conclude that the pipeline infrastructure is a cost-efficient option, which is also the foremost recommendation.

In Vietnam, the fishery sector is vital for the economy. The government strives towards an increase in fishing activities in the coming years. The Quy Nhơn port, a key hub in central Vietnam, is set to accommodate more international vessels. This means local fishermen must rely on other ports like Đề Gi, which also needs upgrading to meet aquaculture production goals. To support the fishing sector's growth in Bình Định province, the Khu neo đậu đầm Đề Gi (KND) project is initiated by the local authorities and will contribute to upgrading the Đề Gi port and construct a new storm shelter. However, this project has potential issues: (1) it focuses mainly on storm shelter capacity and does not address the increase of traffic in the current network capacity, (2) the estuary suffers from sedimentation issues, limiting the nautical accessibility of the access channel, resulting in a decrease of port and storm shelter functionality. To tackle these problems the following main question is investigated:

What is the current performance of the Đề Gi port and storm shelter system, and how can engineering methods be used to assess its potential for future growth within the broader context of sustainable socio-economic development?

The main research question is going to be supported by the following sub-questions:

How will the current logistic service network perform in the future vision as foreseen by the responsible authorities and how to verify it with an engineering responsible approach?

How to examine the accessibility of the port and storm shelter in the KND project, while ensuring a safe, robust, durable and effective system?

What are the consequences of the port and storm shelter upgrade on the logistical system and on the conditions in the waterway and what impact does this have on the Đề Gi area?

The main aim of this research is apply engineering methods to understand the system in order to assess its performance and put this in the context of the socio-economic development of the Đề Gi area and the Bình Định province. To achieve this, various research methods are used to analyse the current state of logistic service and nautical accessibility, to identify the bottlenecks in the systems. To include the aspect of incorporating the socio-economics in a broader context of the area, a stakeholder analysis is introduced. For the inland logistic services of the port, a qualitative 4(+1)-transport modelling model is established. For investigating the nautical accessibility, a comprehensive system analysis, including the topics of (1) climate, (2) hydrodynamics, (3) morphodynamics and (4) current and future conditions of the access channel, is conducted to provide insights into nautical accessibility challenges to enhance the safety, robustness, durable and effectiveness of the access channel.

To analyse the logistic service system in the area, field observation in combination with interviews are performed to have a concrete insight into the characteristic harbour patterns, traffic and transportation system and the current transportation network for the goods originating from the harbour. Additionally, various development plans and visions outlined by local authorities are reviewed to gain a comprehensive understanding of the area's future development. By evaluating the current state of the logistic service network alongside the region's development plans, the limitations within the network are identified. The primary bottlenecks in the logistic services system predominantly revolve around capacity and quality issues in the existing road network. Many of these limitations are expected to be addressed through the implementation of the local authorities' development visions. However, for a reliable conclusion, an engineering approach is necessary. To achieve this, a 4(+1)-step transport modelling, coupled with an All-Or-Nothing traffic assignment, is recommended. For the examination of the Đề Gi road network and traffic assignment, this approach provided an initial assessment of the intensity of each link within the study area relative to its corresponding capacity.

The second sub-question is addressed through an analysis and depth assessment, uncovering critical nautical accessibility bottlenecks. These include draught limitations and climate change impacts, potentially compromising safety, robustness, durability, and effectiveness. A depth assessment, considering different vessel types and water levels, provides insights into the current channel status. Safety is a major concern, especially for larger vessels during low water conditions, heightened by climate change. Robustness faces challenges due to sedimentation and storm vulnerabilities. Durability is threatened by changing climate conditions affecting sediment dynamics and storms. Effectiveness remains relatively stable, with 90\% accessibility for the expected future vessel fleet. These findings particularly point to the need for safety and durability measures, especially in light of future climate change predictions, necessitating climate-resilient design.

The third sub-question explores the port and storm shelter upgrade's impact on Đề Gi. Consequences include increased traffic and vessel intensity, on land and through the access channel, and a shift in vessel fleet mix, requiring improved infrastructure and access channel design. This enhances safety and, ultimately, drives socio-economic growth, education, and investment appeal in the Đề Gi area.

In the Đề Gi area, current transportation capacity falls short of future growth needs. Local authorities' development plans aim to resolve logistic service bottlenecks. Nautical accessibility is currently 90\% effective but not consistently safe. Climate change threatens its durability. Engineering models, like the 4(+1) step methodology and comprehensive system analysis in combination with a depth assessment, uncover transport and nautical accessibility challenges. These methods assess future impacts of the port and storm shelter upgrade, benefiting the Đề Gi area with socio-economic development, improved safety and new opportunities for the local community.

To achieve the goals set by the "European Green Deal" of reducing greenhouse gas emissions, it is imperative for heavy goods vehicles to transition towards becoming climate neutral. To address this challenge, Electric Road Systems (ERS) with overhead conductive and in-road inductive technology present a promising sustainable mobility solution. However, little is known about the real-life feasibility of these technologies, particularly as in-road inductive systems are partly still under development. ERS is a system of systems, it contains several linked subsystems with complex interaction effects, which makes it difficult to predict its performance across different dimensions that are important for the many stakeholders involved.
Therefore, this study aims to evaluate, from a systemic perspective, the different impacts that the two ERS technologies will have on all stakeholder groups, thereby providing input to the decision-making process on the adoption of either technology. The methodology is an adaptation of Multi-Actor Multi-Criteria Analysis (MAMCA) and Design for Value (DfV), based on a literature review, stakeholder interviews and conceptual modelling. With the study area of the corridor between Rotterdam and Antwerp, related stakeholders are interviewed to understand their main values and criteria for evaluation. The data on ERS technologies is collected to carry out the evaluation and comparison. The results of the impacts of two ERS technologies are shared with stakeholders for validation purposes.

Innovation, akin to crafting a novel recipe, involves identifying problems, experimenting, testing, and sharing solutions. This study delves into "reuse innovations," which emphasize prolonging product usage before disposal. A prime exemplar is Home Carbonation Kits (HCKs), which can replace over 3000 single-use water bottles. Despite the significance of reuse innovations, there's a noticeable gap in academic literature addressing their adaptation phase, which lies between market introduction and mass-market acceptance. This phase is fraught with challenges, often causing many companies to falter. This research aims to discern how circular companies can navigate these challenges by targeting specific niches.

Utilizing the Technological Innovation Framework (TIS), tailored for reuse innovations, the study analyzes the HCK technology within the European soft drinks system. The research journey encompasses a semi-systematic literature review, framework adaptation, an explorative case study on HCK, and an assessment of niche strategies.

Key findings reveal dominant niche strategies like "Stand-alone," "Adaptor," and "Educate." These strategies address pivotal barriers related to logistics, market knowledge, and consumer education. Additionally, "Supply Chain Redesign" emerges as a novel strategy, emphasizing efficient, cost-effective, and goal-aligned supply chain structures. In conclusion, this research offers invaluable insights into the intricate world of reuse innovations, providing a roadmap for future endeavors in the realm of circular economy.

The Mekong Delta is facing some complicated challenges in the near future. Its geographical location and the fact that it is a delta result in low elevation levels which makes it vulnerable to inundation. This problem will only become bigger in the future due to the effects of climate change. To get funding from organisations like the world bank it is important to propose multiple solutions that are beneficial to multiple parts of society. It is favourable to split
a complex system like the Mekong Delta into subsystems to make it more feasible to build realistic models. The subsystem defined in this report is the Hau River estuary. This area mainly suffers from riverine inundation caused by tidal variation in the South Chinese Sea. The biggest city in the region is Can Tho with 1.3 million inhabitants.

The research question is: Which integrated solutions reduce riverine inundation problems in the Hau River estuary while also considering socio-economical aspects? To answer this research question the following four solutions are proposed and designed.

• Discharge sluice in the mouth of the Hau River to reduce the tidal influence

• Wetland with a double levee system and buffer zones to reduce peak discharge

• Bypass channel to the Gulf of Thailand to reduce discharge during the wet season

• Protection of valuable assets and adaptation of local citizens to the new natural balance

Based on desired discharges and water levels preliminary design parameters of the proposed hydraulic structures were determined. The effectiveness of these solutions was assessed based on their ability to reduce the water level in Can Tho. The reduction that the discharge sluice achieved was determined with a zero-dimensional model, whereas the water level reduction that the wetlands and bypass option achieved were determined by Delft3D models. The discharge sluice performed best in reducing the water level in Can Tho, as it opposes the tidal influence in the Hau River.

To assess the quality of the solutions relative to each other a best-worst multi-criteria analysis is done. In this assessment other factors such as financial aspects, socio-economics and transportation are taken into account. The most important criteria are flood reduction and funding opportunities. According to the assessed criteria, the discharge sluice and the wetland are the best-scoring solutions. These solutions have the most potential in reducing the river inundation problems in the Hau River estuary. This does not mean that the bypass and adaptation solutions should be neglected or are not useful. For a complex problem in a complex system like the Hau River estuary, one solution is not going to solve all the problems. A good balance between different aspects has to be determined by also considering other problems like sand mining, subsidence and salt intrusion.

Despite the potential benefits regarding data-sharing in the container supply chain, stakeholders still can be skeptical towards data-collaboration. Due to conflicting goals and objectives of companies and the competitive nature of the
industry, data-collaboration cannot be easily achieved. Previous research has little touched upon combining inter-organizational governance and data governance. Based on a case study about data-collaboration in the container supply chain and previous data governance research, a new data governance framework with possible data-sharing archetypes is developed. Three data governance archetypes are suggested in order to further enhance data-collaboration: regulate data, buy & sell data and data-fordata. Future research should focus on the further validation of the found archetypes, valorization of data and the legal basis of data-ownership.

Making decisions regarding delayed line haul transport is a very demanding and complex process in E-commerce distribution centres. Automating this process can decrease decision-maker discussion and assessment time and, as a result, allow decision-makers to spend more time on other demanding tasks like sorting and distributing. Automation in this domain increases on-time deliveries and strengthens the E-commerce firms’ competitive position. However, such decisions involve experts’ knowledge, discussions among planners, and complex thought processes. Therefore, it is necessary to involve planners’ inclinations and preferences to automate their decisions. This paper proposes the Behavioural Artificial Intelligence Technology (BAIT) to automate expert decisions in delayed line haul deliveries. BAIT uses fundamental Discrete Choice theory under the hood to capture expert preferences effectively, and incorporates these into a decision-making tool. We use this method in a case study to replicate expert decisions in delayed line haul deliveries at DHL Express. The case study results show that BAIT can accurately replicate expert decisions.

This report explains the design of an information tool, created to help shippers inform themselves on the emission reducing actions available to reduce road freight transport emissions. Different emission reducing actions for road freight transport are researched and compared based on emission reducing potential and cost. These different solutions, together with a calculation method to determine emissions per trip form the basis for an informational tool for shippers. As shippers buy road freight transport from logistic service providers, third-party logistics or directly from the carrier, they do not have a direct influence on the amount of emissions emitted during transport. However, by making use of collaboration, shippers can influence emission reduction by working together on implementing emission reducing solutions and influencing the corresponding decrease or increase in the price of transport.

Global supply chains currently are inefficient and unsustainable, due to their overlap and lack of interconnection. The Physical Internet (PI) proposes a paradigm shift in the way we move, store, supply, realize and use goods. The goal of the PI is to interconnect global supply chains, amongst others, on a digital level. For this, information systems are needed. Seaports, being drivers of global supply chains, therefore also need information systems on an integral level. In certain ports, Port Community Systems (PCS) serve as port’s information systems. They facilitate information exchange between stakeholders to better connect port processes. This research explores the potential role of PCS in PI ports. It does so by performing a Design Science Research (DSR). The artefact that is designed, is a conceptual information system that addresses key (PI) port functions. A case study analysis at Portbase, the Dutch PCS, has revealed what information is exchanged between which stakeholders. PI literature provides grip for PI information system requirements. The integration of the PCS analysis and the PI requirements has led to a design of an information system that shows the potential of a PCS in a PI port. The design shows that, according to the current offer of PCS services, PCS’ potential role focuses mainly on compliance related processes in PI ports. It also shows that the offer of logistics related services that are needed in PI ports, is limited. It is therefore recommended that PCS focus on an extension of logistics related services that are needed in PI ports. Future research may address the potential of PCS in a federated network of platforms.

Goods transportation is essential for economic development. In a highly globalised world, it is expected to become more important over the years. Inter-urban freight transport has a major role when it comes to resource consumption, pollution and climate change. Thus, its decarbonisation is one of the biggest challenges to be tackled nowadays. One way of achieving decarbonisation is a modal shift from more polluting modes to less polluting ones. In this research, we investigate Brazil as a case study due to its rapid growth in transportation demand, the need for new transportation infrastructure and its uneven modal split. The high-level objective of this research is to explore potential policies that promote a modal shift towards decarbonisation of freight transportation in Brazil. Policies include fiscal and regulatory measures, vehicle technology innovation, in addition to the infrastructural investments made in highways, railways and waterways. We investigated impacts on modal split, demand per mode and CO2 emission. The findings show that the process of modal shift is slow, which is in line with what observed in practice. However, implementing a combination of stricter policy measures early on and changes in investments strategies accelerate the process and create robust measures capable of promoting modal shift and decarbonising the system under different scenarios. Experiments highlighted how the system tends to adjust to the measures and how they tend to lose efficiency over time, slowing the decarbonisation's rhythm. Moreover, findings also display how modal shift policies alone might not be sufficient to achieve the reduction in CO2 emission desired by policy-makers. Addressing the problem with this approach helps decision-makers to develop more efficient policies strategies. The research sheds light on modal shift dynamics over the next 30 years in Brazil and whether a System Dynamics approach can assist in the policy-making decision for modal shift towards decarbonisation of freight transportation.

Urban freight logistics currently has to deal with multiple unsustainabilites. Physical Internet characteristics can be promising to make urban freight logistics more sustainable. It was researched if this can be the case and, what opportunities and barriers there are belonging to this change. With Q-methodology different stakeholder perspectives were revealed. This resulted in four different perspectives from which three had a positive attitude towards PI characteristics. One perspective was more moderate in relation to this and stated that a lot is possible already without changes happening. Opportunities and barriers are defined and it was concluded that there is currently no real need to change. Because an increase of national coordinated regulation was also assessed positively a policy framework was created that states individual and collaborative actions for stakeholders. With this 'an environment where efficiency pays off' should be created.

This report considers a possible port expansion in port of Scheveningen, The Netherlands. The problems considered are brought forwards in the plans introduced by Dr. Ir. Waterman and are tackled from multiple disciplines. These problems relate to the recharge of the freshwater-lens, reachability of the port, flood protection of the Tweede Haven, breakwater extension and a design of the new port. The report is structured by an analysis of the current situation, followed by a thorough design phase.