In the early project phase, decisions are made when considering a port basin berth layout that affects the outcome and the success of the project. In order to make a decision regarding the berth layout, port planners create a set of variants for comparison and assessment in order to pick the basin berth layout that suits the project goals the best. The selected basin berth layout is the preferred variant that will be used to eventually be realised. However, since the decision in the early project phase has a great influence on the entire project, port planners want to improve the decision-making for selecting the best berth layout. This research aims to improve the decision-making process for selecting the berth layout of preference by developing a design generation method for berth layouts and its respective pathway. This method might give insights into optimal berth layout configurations and its pathway in order for decision-makers to assess their preferred variant resulting from the set of variants developed by experts and the generated layout. After the method is developed, the method is tested on conceptual benchmark cases and a real case in order to assess whether such method can add value, or improve, design solutions of port basin layouts during the early project phase. Although limited studies and methods exist that have resemblance or commonalities with berth layout optimisation, the idea is in its infancy. Methods for berth layout optimization have been developed to generate berth layouts and its re spective pathway through the basin in this report. The optimization is separated into two steps: firstly, berth location optimization using a pre-defined central basin pathway, and secondly, optimization of the pathway belonging to the respective berth layout. The separation of the berth location and pathway optimisation reduces computational time. The heuristic berth location optimization optimizes the locations of the berths to minimize the central pathway dredging, while satisfying constraints prescribing a minimal distance between the berths. After the berth locations are optimized, the pathways can either be optimized by means of a heuristic pathway approach, or by means of an exact mathematical pro gramming approach, both of which are developed in this research. The heuristic pathway optimization approach models required dredging by translating the dredging for a berth into a graph with weighted edges and then sequentially defining the route that requires the least dredging per berth, eventually forming the complete basin pathway. The exact pathway approach uses a mathematical programming setup. The methods are applied to conceptual benchmark cases a real-life case. The benchmarks differ in basin dimensions, basin bottom profile, and fleet characteristics. The real-life case concerned the Scheurhaven, which is a small port basin for mainly tugboats. The layout of the Scheurhaven had to be adapted to fit more tugboats in the basin. The Scheurhaven case was optimised with the heuristic approach, due to the potentially large computational time of the exact approach. As the berth locations were limited and the method lacked features to make the design comparable, such as structures and berth geometry, only heuristic pathway optimisation was done.

In response to Amsterdam’s housing shortage, IJburg on the east side of Amsterdam, is being devel- oped. IJburg consists of six artificial islands in total on which about 20,000 homes for 50,000 residents are being built. Strandeiland (Beach island in English), located in the lake called IJmeer, is one of these artificial islands which is currently being developed to accommodate approximately 20,000 residents. This project aims to introduce approximately 8,000 homes. However, the establishment of Strandei- land presents hydraulic safety concerns, especially with the presence of extreme low water levels and fluctuations due to wind set-up and set-down.
Strandeiland will feature an inland water with high recreational value for residents. This inland water will also provide access for recreational boating. Wind set-down and set-up can create extreme water level differences in this inner water. These water level differences are unfavorable and create danger to the stability of the island. These fluctuations pose a severe challenge to the stability and functionality of the island’s water infrastructure. Two primary solutions were evaluated: the adaptation of the inner quay wall or the implementation of a guard lock. Making the inner quay wall suitable for the water level differences brings several implications:
• Restrictions on utilities: Because the inner quay wall would be marked as primary flood defence, no pipes and cables would be allowed inside the wall.
• Design constraints: When the quay wall serves as the primary flood defence, construction on its inner slope and tree planting is prohibited. This would negatively impact the aesthetics of the waterfront and limit the housing construction space.
• Increased height requirements: The inner wall has to be higher according to primary flood defence regulations, this would escalate construction costs.
• Higher strength sheet piles: A higher strength of sheet piles has to be used to withstand ex- tremely low water levels which would also lead to escalating construction costs.
Adapting the Inner Quay Wall, while feasible, introduces significant design and functional constraints. Because of these constraints, this option is less desirable and implementing a guard lock is the favor- able solution to solve the water level fluctuations.
The guard lock as part of the primary flood defence controls extreme water level variations, ensuring Strandeiland’s water infrastructure’s integrity. The Guard Lock not only modifies the primary flood de- fence location, reducing its length considerably but also mitigates the constraints associated with an adapted inner quay wall. The water level spread is set from the program of requirements at NAP -0.6 meters and NAP +0.1. The current estimate is that this will require the lock to close 10 times a year, which is considered acceptable. A movable bridge is integrated which functions both as a neighbor- hood connector and a part of the beachside boulevard.
The main objective during the design phase is to develop a Guard Lock concept for Strandeiland that facilitates the management of water level fluctuations while accounting for potential failure mechanisms. Dimensions for the Guard Lock were determined based on the standard vessel, leading to lock cham- bers measuring 22 meters in length and 7.6 meters in width. Anticipating approximately ten annual guard lock closures in extreme scenarios, the F/E system is not included initially. To facilitate a possi- ble future inclusion of a F/E system, the core dimensions are based on two lock chambers resulting in an overall structural length of 36.46 meters.
Different gate designs were evaluated for the guard lock design: Mitre Gates, Rolling/Sliding gates, Lift gate (submersible), Lift gate (upward direction), Radial gates and Single-leaf gates. The first step was to check whether the different gate types were suitable for the situation in which Strandeiland is, looking at space and and vertical clearance. The lift gate in upward direction and the rolling sliding gate were considered unsuitable for this purpose. The elevator gate limits vertical clearance and the rolling sliding gates takes to much space besides to the lock. The remaining gate types were measured in a multi-criteria analysis, which resulted in a double set of mitre gates ensuring both-way retention. Because of safety and energy efficiency, but especially because of local knowledge and possibilities for maintenance, electromechanical driving mechanisms were chosen for the gates instead of an hydraulic driving mechanism.
Key design elements of the core construction of the guard lock consist of the concrete structure con- sisting of the walls and the floor slab. After performing the stability checks for the bearing capacity, overturning and piping the strength calculations are done for the floor slab and the walls of the con- crete structure. The reinforcement calculations are providing detailed reinforcements for the floor slab and walls.
The pile foundation is another main component of the structure. The vertical bearing capacity check indicates that no pile foundation is needed, but because non uniform settlement is expected a pile foun- dation will be included. Three different layers were evaluated to check which one was the best fit for the guard lock of Strandeiland. As the first layer is determined to be suitable to bear the load of the structure, this layer has been used. This is the most cost effective for the pile foundation design, as there is less material needed for the pile foundation design. The calculations show that 45 piles with an diameter of 0.8 m each satisfies the need to prevent non-uniform settlements under the structure.
The last component which has been determined is the gate height. The process for determining gate height utilized Reliability-Based Design (RBD) principles. Reliability-Based Design (RBD) ensures the gate height is optimal in terms of cost and safety. In this way an effective design for the gate height is obtained. A comprehensive fault tree analysis, combined with a Monte Carlo analysis, established the final gate height at 5.05 meters corresponding to NAP + 1.55 m, as shown in Figure 1.

Over the last years, the urge to reduce the world’s air pollutants is rapidly growing. New possibilities in order to replace fossil fuels have been explored and one of them is the usage of green hydrogen. The Argentinian, North Patagonian, province of Río Negro, has a great potential to generate green hydrogen on a large scale, due to the available natural resources. Therefore, the province is ambitious to contribute in the developing worldwide sustainable energy market by producing and exporting green hydrogen.
Argentina is located at a large distance from the expected green hydrogen sales market in Europe and Asia. In order to reach competitiveness with respect to other future hydrogen ports, the use of a Free-Trade Zone (FTZ) is considered. This is a delimited territory within a country in which tax benefits can be enjoyed. The Province of Río Negro is considering three different locations for a potential green hydrogen export port:

- Punta Colorada Muelle, is an old iron ore export port that is out of operation since 2016. It is located within a FTZ. The deteriorated dry bulk jetty could potentially be reused by accommodating the liquid bulk loading infrastructure.

- Punta Colorada South, is a location roughly one kilometre south of old iron ore export port and is also located within a FTZ.

- Puerto Lobos, is located on the border of the provinces of Río Negro and Chubut. It has potentially favourable bathymetric and hydrodynamic characteristics.

The following main research question is formed:
”Which location between Punta Colorada Muelle, Punta Colorada South and Puerto Lobos is the most suitable for a potential hydrogen export port in Río Negro?”
A conceptual qualitative Multi-Criteria Analysis is executed to compare the locations. In order to complete this analysis, firstly the hydrogen export port requirements and criteria are defined. Subsequently, primary and secondary data is collected. The primary data consists out of fieldwork surveys, including a topographic analysis, a hydraulic analysis and a structural analysis. The structural analysis is completed solely on the existing jetty at Punta Colorada Muelle, in order to create an understanding of the current state of the jetty. Furthermore, interviews are conducted with the director of the Maritime and Fluvial Research Center (CIEMF), the executive director of investment agency of the Government of Río Negro, and an ex-employee of the previous mining company at Punta Colorada Muelle. Secondary data on all locations is gathered through literature studies and presented documents from stakeholders.

With data from the field survey several detailed maps are made. A bathymetry map shows the sea bed profile from Punta Colorada Muelle until Punta Pórfido. A topographic map shows the ground level elevation for Punta Colorada Muelle. An interactive map of the jetty is made which contains all the gathered photographs of the structural components and indicates their level of corrosiveness. Next to that the stakeholders are displayed in a power-interest diagram.

Due to the limited information and the quality of the information that was gathered at Puerto Lobos no fair comparison between the locations can be made. Both locations at Punta Colorada have potential to construct a green hydrogen export port. The jetty at Punta Colorada Muelle has the potential to be used in the short-term if it is restored. Punta Colorada South has the advantage that potential future port operations will not depend on dated infrastructure. Next tot that there is no interference with the iron ore port authority. Puerto Lobos has the disadvantage that there is no FTZ and that is situated adjecent to a marine protected area.

To properly compare all three locations, bathymetric and aerial surveys that were completed at the Punta Colorada locations will need to be repeated at Puerto Lobos. To create a more definitive conclusion on any location, additional research like a CPT and an in depth analysis of the structural capacity of the jetty is required.

From the bathymetric surveys another potentially interesting location was found in Punto Pórfido. It is recommended this location is researched further.

Three alternative scenarios for phasing the port construction and operation are presented. These scenarios differ in permanent, temporary or no use of the current jetty at all.

Container traffic worldwide has shown a growing trend during the last years. Also, the number of containers handled per call has increased for many terminals. This poses challenges to existing terminals for more efficient operations and higher productivity. Automation is a way some terminals have tried to achieve this. Most existing automated container terminals were greenfield projects, but brownfield automation is gaining momentum.
Literature on brownfield automation of container terminals is limited. The PIANC MarCom WG Report n° 208 – 2021, Planning for Automation of Container Terminals is the most recent and complete guideline for automation projects, but it is mainly focused on greenfield projects. Challenges for automating brownfield terminals are different than for greenfield ones. All of this translates into little guidance being available for future brownfield automation projects. Therefore, the experiences and lessons learnt from historical brownfield automation of container terminals are a valuable source of information to guide future projects. The aim of this thesis is then to present a characterisation of historic container terminals converted, or in the process of being converted, to some degree of automated operations.
An empirical research methodology was defined to gather data on drivers for automation, challenges, observed benefits, drawbacks, and solutions adopted by brownfield automated terminals. A questionnaire was used for this purpose. Also, satellite images of the conversion process were analysed to observe implementation strategies. Additionally, terminal throughput, equipment, yard size and quay length were determined through a desk study. Data was analysed through categorization. Trends regarding the type of automation, i.e., semi-automation (automated yard equipment) or full automation (automated yard + automated transport between the stacks and the quay), and regarding the type of yard equipment adopted were determined.
For the historic conversions analysed, it was concluded that the main drivers for automation are operational cost reductions, labour shortage, productivity increase, reliability/safety, and capacity. But these drivers are case specific. No benefits can be assumed a priori from automation. Objectives for automating should be defined by each terminal and solutions to achieve them proposed. The main challenges were continuity of operations during the conversion, adaptation to new operations, labour relations, and communication systems. Most terminals adopted semi-automated solutions, due to fewer labour issues expected and improved vessel productivity compared to full automation, among other reasons. It was observed that terminals with yards smaller than 10 [ha] chose aRTGs as their stacking equipment, while terminals with larger yards chose either an aRMG or the automated version of their yard equipment before automating.
Three implementation strategies were observed: greenfield-like, phased, and big bang approaches. The first one refers to developing the automated yard in a new location, with little disruption of the operations of the old yard. A phased approach means that the implementation is divided in phases, and operations of the old yard must be disrupted from phase 1. The big bang approach was observed only for conversions from straddle carriers (SC) to auto SC. In these cases, a small site is used to test the technology. When the testing is finished, the terminal is closed for 2-3 days, and the technology is rolled out onto the entire yard or a large portion of it.

Sediment management is necessary to keep the Waal navigable. Sediment management in the Waal is carried out by both dredging and plowing of the river bed. By analysing historic data available at Rijkswaterstaat, the relation between the hydrograph and the amount of required dredging and plowing is investigated. Also the influence of the hydrograph on dredging and plowing locations are investigated. The locations of dredging and plowing are placed into context of the river geometry. The different results for dredging and plowing are compared to each other and substantiated.

Recently, pressure on port authorities to improve port efficiency is increasing due to port competitiveness. Multiple activities within a port influence the efficiency of a port. In this research, the processes of the 'nautical chain' are considered. The nautical chain consists of piloting by a pilot, positioning by tugboats and (un)mooring by boatmen. The provided services are dependent on each other, which makes information sharing between the actors of the nautical chain essential. Enhancing information sharing in the nautical chain could provide opportunities for efficiency improvements. However, current literature does not provide any details on information sharing in the nautical chain. Consequently, it is unknown what parts of the information sharing might be crucial to focus on for improving its efficiency. This research aims to fill this gap, by researching the information that is shared in the nautical chain of the Port of Rotterdam in the delays that frequently occur through expert interviews and observations. The information that is shared in the frequent delay situations is considered critical for efficiency improvements, because the shared information contributes to decisions that reduce the cascade effect of a delay trigger. Following from the identified information sharing in the frequent delays, the areas of critical information sharing are distinguished.

Due to the increase of global containerized trade and container vessel sizes, the necessity of container terminal development is unavoidable. On the other hand, designing a container terminal is a very complex process, and on a concept design phase, a quick assessment for the design alternatives should be done in a limited time, cost, and effort. Therefore, an automated tool is developed by (Koster, 2019) to ease and accelerate the work of the engineers. However, further development is required for the automated tool, especially for the layout generation tool to also consider area limitations. This research aims to answer the research question: ‘How can a container terminal be designed in the concept design phase while taking into account area limitations?’. The premise is answered by developing an automated tool (i.e. design tool) for container terminal design that consider not only terminal throughput and design rules for the main input but also terminal shape and dimensions. The algorithms implemented within the design tool will correspond for at least four tasks: recognizing the terminal shape and dimension as the boundary condition, modifying container block configuration (either by enlarging/reducing its size), generating the container blocks, and determining the desired output. After the design tool is developed, it will be validated using case studies from existing terminals by comparing several validation parameters: terminal layout, terminal capacity, the number of blocks, blocks configuration, stacking density and stacking orientation. Other than that, the design tool is also reviewed by using three types of applicability: design alternatives for all types of equipment, element calculation & cost estimation from all design alternatives, and changing throughput demand. In this thesis, we can find the development and validation of the design tool that will give us the answer to the main deliverables of a concept design phase. The design tool is capable of presenting container terminal design alternatives and comparing the layout, elements, land use, cost, and capacity for 4 main types of stacking equipment: RTG, RMG, SC, and RS. This would be very beneficial for container terminal stakeholders, not only for determining which one is the most effective and efficient stacking equipment (which depends on the main objective of the terminal; e.g., lower land use, higher throughput, least labour cost, more sustainable, etc.), but also for getting information of main deliverables at the concept design phase: land use and cost. Other than that, this thesis will also show the design tool’s capability of generating different container terminal design for varying throughput demand and providing information on whether the container terminal has reached its area capacity or not. All of these are resulted from the process of an automated tool, making the design process faster and better, which will be very meaningful in this era of continuous uncertainty. All in all, area limitations have a significant influence in the container terminal design process since it is closely related to container block configuration, which also related to the terminal capacity, land use, and costs. Area limitations will also make the design process even more complicated; and thus, the design tool that has been developed in this thesis for generating container terminal design alternatives is one of the answers in solving the problem.

The inland waterways are an important part of the freight transport system of the Netherlands. In the coming years, a lot of maintenance and construction works are needed to keep the network operational. This can temporarily impact the availability of the waterways section which can have negative effects on the performance of inland vessels and the waiting time for locks at alternative routes. In this research a method was developed that can be used to study these effects. In the method AIS data is used to analyze several aspects the inland waterways transport system. Additionally, a simulation model was developed in which the results of the AIS analysis are used to create an accurate representation of the system. The method was applied to case study to determine the applicability. It was concluded that the developed method can be applied when studying the effects of planned maintenance and construction works, but it is best used to estimate where the impacts are expected to be high
rather than to calculate exact results.

Indonesia is one of the largest ocean pollutants in the world in terms of plastic emissions. The country has many tourist areas, including the island of Bali, which is the main tourist hub. The plastic problem is large around and on Bali, which has negative consequences for both the environment and the tourism sector. NGOs and the government are trying to tackle the plastic problem, with an increasing effort in the last few years. This research project has been set up to determine which regions and rivers in Bali discharge the most plastic and therefore pollute the ocean the most, and to design a river structure to mitigate plastic emissions to the ocean.

For this study, 31 rivers in eight different regions were measured and analysed. All rivers were measured by visual observation, a trawl or a combination of the two. The flow velocity and the width were measured for each river. By means of the average weight of one piece of plastic, the plastic flux could be obtained. The river embankments were systematically assessed for each river. In addition, the wind speed was also measured for each river.

The three most polluting rivers of the island are all in different regions. These three rivers will be the most effective to tackle in order to reduce the plastic discharge to the ocean. The study shows that when a river flows through a densely populated area, the river is more polluted, as is the case with the three most polluted rivers.

Through a MCA, two effective waste catchment structures were eventually found for the two types of rivers on the island, which are rivers with and without navigation. The structures will remove the plastic from the rivers. The structure for the river that can be closed is the Trash Trap, and for the river that cannot be closed is the Sea Defence Structure.

The current social climate in which sustainable awareness is prioritized, is affecting the port sector. In new-to-develop ports and in the expansion and maintenance of existing ports, implementing sustainability is  encouraged.However, applying sustainability is not self-evident. In order to achieve sustainability targets and to comply with the environmental laws, port authorities should be able to define and quantify sustainability. This research aims to define, quantify and improve sustainability in quay wall development, which is a most common infrastructure component in port development. The first step of this research is to develop a framework to assess port infrastructure on its sustainability performance. Following the Frame of Reference method (van Koningsveld & Mulder, 2004), the Framework ofSustainable Port Infrastructure (FoSPI) has been developed. The FoSPI consists of fourteen aspects of sustainability that has been derived from literature, which can be applied to all port infrastructure assets. Each aspect includes one of more targets that are determined by the company and/or by the location’s regulations. Furthermore each of these targets requires their own quantification tool, reference base, intervention measures and evaluation procedure. These are dependent on the location and the type of port infrastructure asset. If the target(s) is (are) achieved, this would mean that the infrastructure has reached a more sustainable level on this aspect. All fourteen aspects should meet their target(s) to conclude that the infrastructure has reached a more sustainable level. The FoSPI has been applied to quay wall development in the Port of Rotterdam(PoR) and this resulted that only four out of fourteen can be specified to be further assessed. The remaining eleven aspects should be investigated further to assess quay wall development in total. As the PoR has prioritizedGreenhouse Gas (GHG) emissions (this was based on literature and interviews within the port), this thesis will focus on the the GHG emissions of the aspect ’Air pollutants’ in quay wall development. Nevertheless, theway this GHG target was included in the analysis can also be used for other sustainability aspects for which the company has a target.The second step of the research is to determine the actual value of GHG emission of a current quay wall project. To do this, an evaluation procedure and quantification tool was selected. The author proposed to quantify a 100meter standard short sea quay wall of the PoR with a life time of 100 years as the reference base case. A tool is selected that is able to quantify GHG emission, is objective and represents actual quay wall development. Usingliterature sources, the tool DuboCalc is proposed, because it is based on the life cycle analysis, is sector specific and is simplified (compared to other tools). However, the tool should be handled with a certain caution. The research showed that the results are not 100 % reproducible. However, when a thorough check and evaluation is part of the process, the results will converge. In the research, the results of the exercise had a percentage relative range of 28 %, but after a thorough check and evaluation, the second results achieved a range of 8 %.Secondly, DuboCalc doesn’t include all quay wall objects, hence it will give an approximately GHG emission. The tool has room for improvements. The tool is used to quantify the reference base by using an actual PoR project, the HHTT terminal as the case study. This resulted in a total emission of 1.9 kt of CO2-eq for a 100 meter standard PoR short sea quay wall with a life time of 100 years.The third step of this research is to determine how the PoR can reach their GHG targets. The reduction measures to achieve the target of being climate neutrality in 2050, are discussed. A summation of suitable measures from multiple reports of PoR is made. Using literature, DuboCalc data and the case study, the most suitable measures were quantified for the PoR. It is concluded that the PoR should focus on the largest contributors of GHG emission. The following actions are advised: As from 2020, renewable energy could be used for the Impressed Current Cathodic Protection (ICCP) which could lead to 15% reduction in GHG emissions over the quay wall’s life cycle. The transition from fossil electricity to renewable electricity is without extra investment costs. Secondly, using renewable energy instead of diesel for the temporary drainage systems will reduce the emission with 14 %. Including previous actions a total reduction of 29 % is achieved. The costs of the amount of renewable electricity is lower than the required amount of diesel. Thirdly, if the PoR will invest approx. 170 euro for every saved CO2-eq, Hydrotreated Vegetable Oil (HVO) can be used as an alternative fuel for dredging to reduce emission with 8 %. Including previousactions a total reduction of 37 % is achieved. Further research could be done in alternative designs. This could lead to a reduction in concrete and steeluse, as they are the larger contributors. Alternative designs includes quay walls made out of Recycled High Density PolyEthylene (RE-HDPE), smaller dimensions of steel piles and prefab concrete quay walls with geo-polymer-based-cements.The evaluation procedure in which the quay wall is monitored every five years, could be implemented. This will help to evaluate the applied intervention measures and to oversee if the targets are going to be achieved. It will be part of the strategical planning of the PoR. Furthermore, the PoR could encourage the constructors to use electrified transport (on commercial scale available around 2025) and machinery (on commercial scale available around 2030) to reduce emission with 3 % and 11 % respectively. Including previous actions a total reduction of 51 % is achieved. Finally, anticipating long term technical innovation in concrete with Carbon Capture and Storage (CCS) (on commercial scale available around 2030), hydrogen as dredging fuel (on commercial scale available around 2050) and steel with hydrogen as reduction-agent (on commercial scale available around 2050). This could reduce emission with 9%, 10 % and 24 % respectively. Including previous actions, except use of HVO, a total reduction of 86 % is achieved. Although the calculated reduction of GHG emission in 2050 does not satisfy the target of being climate neutral, the potential reduction of 86 % is a considerable improvement. For the PoR case, the described three-step approach has led to an improved insight in sustainability of quay wall development, and to specific recommendations to reduce the GHG emission.The method is applied to quay walls and to the PoR, but it can be applied generally as well, provided that the targets are adapted to the concerned company and its location, and the quantification tool, the reference base and the intervention measures are adapted to the type of asset and the location.The research does contain various limitations, namely only one target of one aspect could have been investigated in depth, although the influence of the proposed solutions on the other aspects is not considered. It is recommended that this influence should be determined to see if the targets of other aspects of sustainability are met as well.

The increase of ship traffic flow, densities, ship size, and the uncertainty from technological advancement raise issues in traffic safety and efficiency. In order to tackle the issue, currently, a simulation model is widely used by various users as the port authority and bridge team and for research and development team. Since the issues are varied for each modeling user, the modeling purposes are also different among the users. Therefore, this research aimed to find the insight into modeling paradigms in simulating the vessel dynamic kinetic information (position, speed, course, and heading) and the encountering (overtaking, head-on, and crossing). A requirement of both aspects for each modeling purposes is set based on the simulation output needed. The insight is gained through comparison of models of the dynamic kinetic information and the encounters in six paradigms. The paradigms are Cellular Automata (CA), Generic Rule-Based (GRB), Specific Rule-Based Model (SRB), Artificial Potential Field (APF), Optimal Control (OC), and System Dynamics (SD). This research also provides an extension of the model by Shu et al. (2015a, 2015b, 2018) with OC paradigm to serve as the safety assessment for the port authority.

In spite of the major and broad consequences of adverse climate change impacts on ports in general, relatively little and relevant detailed research is made available within public domain. Several studies have addressed climate impacts on transportation infrastructure however very few focus on ports and supply chain. Ports are considered critical infrastructure that serve as a catalyst for economic growth and development of a country. Their importance is not only on a national (or regional) level, but they act as gateways to trade and constitute essential nodes in the global supply chain. The topic of this thesis on \textit{Climate Change Impact Assessment on Ports} is very broad to tackle within only 9 weeks (the length of this research). Therefore, the focus has been set on seaports within the Netherlands and more specifically, the Port of Rotterdam as main example. This thesis aims to advance research on climate change impact assessment on ports and supply chains. To achieve the aforementioned, a few research questions have been defined to help steer the research into the right direction: (1) What is known about the main impacts of climate change on ports and supply chains? (2) Which assets are vulnerable to the main impacts determined in sub-research question 1? (3) What are the state of the art strategies to perform a climate change impact assessment? And what are the available resources (frameworks, methods, software)? (4) Which knowledge gaps have been identified while answering sub-research questions 1,2 and 3? (5) How can one address the gaps identified in sub-research question 4? The methodology of this thesis has two main parts: The literature study and the expert interviews. The interviews were a very important part of this research. That is because this thesis aims to present the needs from the users perspective, to motivate researchers to continue with the exploration of this topic. Formulating the right questions to ask the experts and identifying which of the 12 experts could provide the best answer to understand the needs from different port users perspective, was the most challenging part of this thesis. The results of this thesis are research topics on the broad subject of climate change impact assessment on ports an supply chains. Due to time constrains, only 3 research topics are presented in more detail with the corresponding suggested approach. These three topics have been prioritized among the rest based on expert's opinions on what climate change issues are the most urgent (for further details see 2.4.2 \& 4.1-4.3). These topics are: (1) Developing an Integrated Stochastic Model to Test Climate Change Resilience on Ports, (2) Investigating Methods to Identify \& Quantify Supply Chain Disruptions due to Climate Change Cascade effects and (3) Developing a Method to Promote Awareness for Climate Change Resilient Ports. Nevertheless, chapter 6 presents a list of other potential research topics that can also be of interest to researchers. The recommendations for further research on the topic of climate change impact assessment on ports and supply chains are to follow the suggested research topics descriptions in chapter 6. Furthermore, to explore probabilistic models to tackle uncertainty issues and to understand the multivariate dependencies within ports and supply chains. Finally but most importantly, this research should be extended internationally, not only focusing on Dutch experts, to have a global perspective on the problems and the identified knowledge gaps posed on this thesis. Other recommendations can be found in chapter 7.

To continue the success of the Port of Rotterdam (PoR) in the future, a transition to a sustainable industry is essential. Though this is easier said than done. The energy transition involves a variety of initiatives which are at the same time highly dependent on each other. Whilst the increasing scarcity of available area and resources result into the situation that a decision will have to be made. As long as this decision is not made, it leads to high uncertainty on which activities are going to take place in the PoR and at which point in time they are expected.

To support the decision making on which activities to should focus on, there is an urgent need for a decision tool at the PoR authority.

The main conclusion, however, is that it is impossible to develop a decision tool which is able to make a choice among different activities. This decision is impossible because every activity has its own demands and requirements and differs in the contribution it has to the strategic goals. Besides this, the set requirements cannot be expressed in a single unit, leading to the situation that a comparison cannot be judged.

Following from the above, it is being discouraged to develop a decision tool. The allocation process and the involved requirements are too versatile to be simplified in a single tool. If such a simplification is made, this will result in missing essential opportunities and potential bottlenecks in the sequential project phases.

Based on the above conclusions, it is investigated whether it is possible to provide the PoR authority with guidelines that support the comparison of different activities. To do so, the involved requirements in the allocation process are substantiated. These requirements are evaluated from three different points of view: demand side (client), resources side (Port of Rotterdam authority) and their priority in the decision making. By means of the evaluation, the aspects have been identified that must be implemented into the guidelines.

In addition to the requirements, it is important for the PoR authority to incorporate its communicated strategy into the daily activities. To do so, the commercial strategy has been developed. At first sight, the integration of the commercial strategy is not acknowledged to be a requirement in the allocation process. Though, as the research proceeded, it turned out that the commercial strategy has a more important role in the decision making than anticipated. Resulting in the situation that if the PoR authority is really looking to fulfil its climate targets, the commercial strategy should function as a self-contained requirement in the allocation process.

From the conclusions, the recommendation for the PoR authority is to develop a central team that involves the experts of the relevant requirements to judge the potential activities. This team will have the primary task to evaluate and judge the potential activities prior to entering the project phases. The judgement of the potential activities will be founded on four main themes for evaluation: demand, supply, priority and contribution to the commercial strategy.

Though, this recommendation is not aimed at making the decision itself. The main focus is to supply the evaluations on the potential activities to the decision makers. The decision itself will be based on the supplied evaluations through which a decision can be made on which activities should be allocated in the PoR.

The initial masterplan of New Priok Development in Indonesia was developed in 2012 and is being updated to cater to new throughput demands. The masterplan of Phase I will be done as planned in which CT 1 was already operated since 2016 and CT 2 and CT 3 are in the final phase of land reclamation. In the new masterplan (2017), Phase II of the development will start in 2030 – onwards, depending on future conditions. However, whether the development of Phase II (continuation of Phase I) will be needed is still a question for the Port Authority. Hence, this study is about creating robust terminal masterplan of Phase II (2030 – onwards) which will remain functional under future uncertainties. The methodology/framework being discussed is Adaptive Port Planning (APP) which is considering flexibility design of port masterplan. Flexibility is very relevant for projects with high investment and surrounded by future uncertainties. In this study, considering the long-term project characteristics, the framework of Adaptive Port Planning (APP) Scenario-Based planning is developed. As a definition, the scenario-based approach helps to open up the perspective of the future condition of the port as a horizon of possibility and it gives chance to anticipate the vulnerabilities. Developing the scenarios are based on defined critical uncertainties using a 2x2 matrix approach. The economy (related to cargo performance) and environment are defined to be the axes of the matrix. The outcome is four plausible scenarios: Green Growth, Business As Usual, Moderate Expansion, and No Expansion. The next steps are examining these scenarios through some analysis to look at the characteristics and the promising industries in each scenario. In order to get the terminal needs in each scenario, traffic analysis in Port of Tanjung Priok is required; identifying the key influential cargos and commodities. There will also be a projection of containers based on defined scenarios. Producing the robust masterplan will lead us to a monitoring system and contingency planning for some highly relevant signposts. These signposts are the relevant future uncertainties which are not covered yet in the defined alternative layouts. Each of the signposts has to be analysed to prepare the contingency plans, mostly for IPC and some others for related stakeholders. In conclusion, this study proposes the adaptive framework of planning the terminal design for Phase II of New Priok, namely Adaptive Port Planning (APP) Scenario-Based Planning. It gives sequential work flow on designing future masterplan of the port, especially for the case of Phase II of New Priok. The alternative layouts and adaptive actions for IPC are some important outcomes of the framework. The port has to realize that uncertainties persevere and are very likely to influence the decision making for future layouts. Instead of ignoring uncertainties, the port needs to make contingency planning to deal with them. Hopefully, this study has benefits to make a robust terminal masterplan for Phase II of New Priok Development.

Ports worldwide are confronted with a changing environment in terms of global economy and a rising awareness of the necessity of balancing economic, social and environmental interests. Therefore, in recent years, a lot of research has been directed towards studying sustainable port development. However, the focus has been on greenfield ports, while little has been said about ports in transition. This paper presents a framework for sustainable development of ports in transition and applies it to the re-development of bay of Havana in Cuba.