In response to the growing housing shortage in the Netherlands, particularly in urban areas where land availability is constrained, local governments are increasingly considering urban expansion into peripheral areas, even those near freeways. These areas offer convenient car access but pose challenges for sustainable development due to the potential for increased congestion. This research focuses on developing mobility design strategies to reduce car usage and promote public transit in such peripheral areas. The central research question is: "Which mobility design strategies, regarding public transit and car parking planning, should be implemented to reduce car usage and enhance the attractiveness of public transit in a peripheral urban area?" To address this question, a Discrete Choice Model was developed to analyze commuting mode choice behavior under different scenarios. The research began by identifying influencing factors from the literature, including relevant urban transportation modes (bus, light rail, car, and bike), trip characteristics, personal attributes, and environmental factors. The study focuses on Rijnenburg, an outskirt area of Utrecht, which is poised for significant urban development but faces challenges due to its car-friendly location at the intersection of two major highways. Three design scenarios—Conventional, Sustainable, and Ambitious—were developed based on existing municipal development strategies. These scenarios consider various factors such as public transit stop density, line frequency, route planning, vehicle type, parking facility location, and parking costs. A Stated Preference survey was conducted to gather data from 200 respondents, which informed the construction of both a Multinomial Logit (MNL) model and a Panel Mixed Logit (Panel ML) model. While the MNL model was ultimately chosen for its balance of accuracy and interpretability, the study revealed a strong preference for bikes over cars among respondents, highlighting the potential for shifting mode choice through strategic design interventions. The analysis showed that the Ambitious scenario, which includes tougher interventions such as higher parking costs and restricted parking locations, was most effective in reducing car usage. However, the scenario's feasibility was questioned, leading to a recommendation for a hybrid approach combining elements of the Sustainable scenario with stricter car parking measures. The research also highlighted several limitations, including potential biases in the survey sample and the exclusion of certain factors from the model. Nonetheless, the findings suggest that a combination of mobility strategies—focused on optimizing public transit accessibility and increasing barriers to car use—can significantly contribute to sustainable urban development in peripheral areas like Rijnenburg. In conclusion, the recommended strategies, particularly the reduction of transfers in public transit and the strategic location of parking facilities, are expected to play a crucial role in promoting sustainable mobility in Rijnenburg. Further research is recommended to refine these strategies and explore their applicability to a broader range of contexts.

Transportation planning is increasingly incorporating public participation, with Participatory Value Evaluation (PVE) emerging as a key method. However, the validity of PVE, particularly its face validity across different demographic groups, remains under-explored. This study addresses this gap by analyzing face validity evaluations from three recent PVE consultations in the Netherlands. Statistical analyses, content analysis, and expert discussions were employed to examine how factors such as age, gender, and education influence these evaluations. The findings indicate that while PVE is generally perceived positively, specific groups—particularly older adults and those with lower education levels—consistently evaluate its face validity negatively. To enhance the legitimacy of PVE in transportation planning, tailored strategies are recommended to address these persistent negative evaluations.

The National Model System (Landelijk Model Systeem [LMS]) is used to model and predict travel behaviour for the whole of the Netherlands. The LMS is a multimodal model that makes predictions for the main road and rail network of the Netherlands and is an important tool for policy making. One of the inputs of the LMS is data based on yearly travel surveys (Onderzoek Verplaatsingen in Nederland [OViN]).

The work in this thesis shows that the LMS is currently unable to accurately capture the effect of the differences in spatial environment effectively. The LMS uses the Degree of Urbanisation (DU) to model the spatial environment, which proves insufficient to correctly model travel behaviour.

This conclusion was reached by using a cluster analysis and propensity score matching and by comparing the ‘real’ modal split (OViN) with the ‘predicted’ modal split (LMS). All zones in the Netherlands were clustered based on characteristics of the spatial environment. This was done using the so-called D-variables.

The propensity score matching showed that the differences in modal split between the different DUs and the different clusters are caused by both demographic characteristics and differences in the spatial environment. However, the effect of the spatial environment is larger.

Policy makers and other users of the LMS should be aware that testing policies or future scenarios in the LMS that change aspects of the spatial environment might introduce additional uncertainties in the forecasts of some regions.

This research evaluates the accessibility in industrial areas to the labour force by applying a spatio-temporal accessibility model in the IJmond region, located in The Netherlands. Industrial areas are crucial for regional economic activity, impacting employment opportunities for the labour force, especially those with lower incomes. This research aims to understand how the spatiotemporal configuration of industrial areas affects accessibility for different demographic groups and its implications for transport equity. The study shifts focus from job accessibility for workers to workforce accessibility from the employers' perspective, highlighting challenges faced by industrial areas regarding public transport. A gravity model is built to analyse spatiotemporal accessibility using socio-demographic data from CBS and geographic data from IBIS. Findings indicate significant disparities in non-spatiotemporal accessibility levels between car and public transit, with car accessibility generally higher. Focusing on spatio-temporal accessibility for transit has shown that levels decrease further during the night. Many industrial areas become 'unreachable' by public transit during nighttime hours with those that remain reachable, facing significantly longer travel times. In addition, it has been found that low-income workers tend to live closer to industrial areas and in higher concentrations compared to high-income workers. Recommendations include developing alternative transport solutions that will primarily support shift workers during nighttime, enhancing pedestrian and cycling routes, and utilizing more detailed neighbourhood-level data for future studies that aim to improve accessibility and gain more insights into equity in industrial areas.

In the upcoming years more train passengers are expected and with more trains on the tracks railway systems require greater resilience. Switches can play a major role during disruptions as they enable trains to be rerouted onto other tracks, allowing them to bypass the disruption but switches also facilitate overtaking, meet-pass operations at stations as well as diverging and merging at junctions. Since switches consist of numerous parts and the fact these are moving infrastructure elements they are subject to failure itself. Maintenance is expensive and ProRail, the Dutch infrastructure manager, only has a limited budget from the government and if certain switches are only used during disruptions it sounds logical to remove those switches. With on average 50 disruptions per day in the Netherlands with both small and huge impact, it is important to get insights into the relationship between resilience and the location of the switches.

In this thesis a model is constructed that evaluates the impact of a set of disruption scenarios on different switch configurations. Four key performance indicators are found in literature that can measure resilience quantitatively: costs (number of switches), rate of cancelled services, punctuality and time to recover. In interviews with rail experts, weightings for the four KPIs are derived which are used to calculate a score for all disruption scenarios and infrastructure layouts. A trade-off between costs and resilience is made in order to find the optimal switch configuration for a double track and four track layout which provides the highest capacity during disruptions. The set of disruptions including cause, location and duration come from an extensive analysis of disruption events of the past 6.5 years in the Netherlands.

Currently, NS is cancelling many trains since NS is examined on punctuality and not on the number of trains. This research aims to cancel as few trains as possible which is also examined in a case study where the model is validated. The Dutch railway line Utrecht Centraal – Arnhem Centraal appears to have a weak spot and by proposing new switch location configurations on a part of this line the score increased, despite the fact that more switches have been included in the proposed solution. Since the big renovation, 108 switches in Utrecht Centraal were removed by ProRail which improved punctuality, capacity and speed but decreased the flexibility: a disruption between Utrecht and Arnhem (or Eindhoven) currently has a lot of impact on the train service between Amsterdam and Utrecht, because short turning options in Utrecht are rare. This means that trains are now being cancelled completely or short turn already in Amsterdam. By using smart options with new rerouting strategies, capacity between Amsterdam and Utrecht can be kept high with the proposed solution during a disruption between Utrecht and Arnhem or Eindhoven.

The study emphasises the importance of understanding individuals' mode choice between train and car to reduce CO2 emissions. It addresses two significant gaps in the existing literature, focusing on the impact of detailed attitudes towards mode use over time and the impact of train travel time components on actual mode use. The study reveals that environmental awareness and cost-consciousness drive increased train usage and reduced car usage, while status-sensitivity has no significant influence on mode use over time. Additionally, travelers place varying importance on different train travel components, with transfer time significantly impacting the modal share of the train. Furthermore, the perceived valuation of train travel time components emerges as a more reliable indicator of individuals' mode choice between train and car than the actual door-to-door train travel time. To encourage a shift from car to train use, the study emphasizes the need to encourage travelers to consider cost and environmental factors related to mode use, as well as the need to minimize transfer time and enhance the appreciation of transfer time

The transport sector needs to change to meet some of the global challenges we face: climate change, population growth and urbanisation. It needs to become more sustainable, which is why the Netherlands wants to introduce more high-quality bus systems. However, there are some barriers to implementing these systems.

In this thesis, through a literature review and interviews with Dutch stakeholders, a definition of the high-quality bus system is found, including its main characteristics. The most important part of this thesis is to map the existing problems. In order to solve these problems, a roadmap is designed to help with the implementation by breaking the process down into smaller, more manageable steps.

A high-quality bus system should above all be fast, frequent, and reliable, but comfort is also important for such a system. The most commonly used terms are Bus Rapid Transit (BRT) and Bus with a High Level of Service (BHLS). The literature and the interviews confirm that there are still many problems that should be addressed in the roadmap, from cooperation problems to short-term thinking by politicians, from blind commitment to rail to underestimating the social value of public transport.

The proposed roadmap consists of eight blocks. It begins with the creation of a city-wide vision for mobility and the formulation of a programme of requirements for the entire public transport system (i). These are translated into objectives and a programme of requirements for the line to be designed (ii). In addition, cooperation with all parties should be well regulated (iii). The next important step is to analyse the target group of (potential) passengers, the stops and the bottlenecks and intersections (iv). Only after that is the system choice made (v). If a high-quality bus system is chosen, it needs to be designed (vi). Among other things, the route, the operation, the first/last mile transport and the branding have to be designed. When the design is ready, the line can be built, and operation can begin (vii). This can be done in stages, addressing the main bottlenecks first and the rest later. This is followed by the often overlooked evaluation, which is important for learning lessons for future projects.

Stakeholder feedback and a case study show the value of the roadmap for implementation in the Netherlands. By choosing the modality later in the process, compromises in quality are avoided. In addition, the in-depth analyses improve the quality of the line and enable faster implementation by identifying the main bottlenecks. The main value of the roadmap lies in its integral approach, rather than an approach from one perspective. This means that the problems of all stakeholders can be addressed to design a high-quality public transport system that works for all.

Night trains benefit society in multiple ways. They are environmentally friendly, improve the accessibility of regions and are space-effective. Understanding traveller's preferences enables night train operators to improve night train services and harness societal benefits better. This study conducted a stated preference survey with 1031 respondents from the Netherlands to dive deeper into the importance of operational factors like booking convenience, travel costs, long travel times of up to 18 hours and accommodations. Additionally, factors that make up a convenient booking scenario were revealed. Lastly, a latent class choice model (LCCM) was applied to derive insights into heterogeneity and to determine to which extent personal factors influence class membership. Results reveal that for a convenient booking scenario, being able to book one ticket and comparing travel options are most important. However, booking convenience only plays a minor role in determining night train mode choice. Travel costs and accommodation are significantly more important. Several classes have been revealed: Environmentally conscious comfort lovers make up 13% of the respondents, experienced night train travellers 29\%, cost-sensitive travellers 37% and flight lovers 20%. Applying a scenario analysis, night train market shares vary from 20% to 71%, with significant heterogeneity among respondents. For practitioners, this implies focusing mainly on prices and accommodation while taking the significantly different preferences of the population into consideration.

This thesis explores the role of shared mobility as a sustainable and inclusive alternative to car ownership within the context of the mobility transition, focusing on how shared mobility can bridge accessibility gaps, particularly in urban areas where shared mobility options are limited. Using the Multilevel Perspective (MLP), this research analyses the niche replacement potential of commercial shared mobility in relation to the traditional car-ownership regime. A case study in Amsterdam Zuidoost is employed to explore how shared mobility can contribute to an inclusive mobility transition, addressing issues of urban inequality and societal exclusion from sustainable transportation alternatives. Qualitative methods are applied to assess the interactions between three key perspectives: policy, individual, and business. The findings reveal a gap between the societal need for the mobility transition, the mobility needs of residents in Amsterdam Zuidoost, and the business opportunities for shared mobility providers, leading to low implementation potential. This research advocates for a shift away from commercial shared mobility solutions towards to more cooperative, community-based models, such as Mobility as a Commons (MaaC) to empower local communities, diversify mobility options and promote a more inclusive transition towards sustainable urban mobility.

This study explores the potential role of e-scooters in supporting “first-mile” travel to train stations in the Netherlands, a critical stage in daily commuting for many Dutch travellers. In a nation where bicycles are a primary mode of transport—especially for trips under 5 kilometres—the introduction of e-scooters offers an alternative with similar benefits: environmental friendliness, cost-effectiveness, and ease of manoeuvrability. With their compact size and accessibility through sharing services, e-scooters can complement the existing bicycle culture, promising an appealing option for urban mobility.

The research focused on examining the role of e-scooters in “first-mile” travel through a stated preference choice experiment, given that e-scooters were newly legalised. A sample of 156 participants responded to six hypothetical travel scenarios, where they chose between familiar modes like walking, cycling, e-bikes, and e-scooters based on different factors such as carry-on ticket costs, parking times, and travel times. These scenarios were designed to reflect typical Dutch commuting choices while testing the appeal of e-scooters as a new transport option.

Analysis of the data using a Multinomial Logit (MNL) model yielded several insights into travel behaviour. There was a clear baseline preference for familiar modes, with participants showing a higher likelihood of choosing options like cycling or walking. Travel cost and time emerged as significant decision-making factors, with higher costs and longer times deterring mode choice. Notably, gender differences surfaced in this context, with males displaying greater tolerance for longer bike trips than females, indicating variations in time-cost sensitivities across demographics.

Experience with transport modes also influenced choices; prior e-scooter use was positively correlated with selecting this option again, suggesting that familiarity can increase comfort and confidence in choosing new modes. Established travel habits showed a strong impact on choice consistency, with individuals who typically walked or cycled to stations likely to maintain these habits, reinforcing the role of routine in travel preferences.

To illustrate the findings, a simulation modelled two scenarios. In the “Extreme Low” scenario, where e-scooter costs were low and parking time was minimal, walking was favoured for short distances (under 0.5 km), while cycling became dominant as distance increased. In contrast, the “Extreme High” scenario, with no fees and longer parking times, significantly boosted e-scooter attractiveness, particularly beyond 1.5 km, where it surpassed both walking and cycling. This outcome underscored the sensitivity of user preferences to economic factors, with e-scooters emerging as a highly competitive option when cost barriers were removed.

Overall, this study highlights the substantial potential for e-scooters to influence first-mile travel choices, particularly when costs are favourable and convenience is enhanced. By offering a viable alternative for medium-distance trips, e-scooters could reshape first-mile mobility in the Netherlands, complementing the well-established cycling culture and contributing to sustainable urban transport.

Travelling to work is one of the essential activities in individuals’ daily lives. However, commuters who depend on public transport often face significant challenges in accessing job opportunities, resulting in transport-related social exclusion risks. In recent years, shared mobility services have gained popularity as a solution, offering greater flexibility in first/last-mile segments of multimodal trips. These services have promising potential to improve accessibility for those who rely on public transport, thereby addressing issues of accessibility inequity. Such an intervention aligns well with the unique Dutch cycling culture, where cycling already accounts for a substantial portion of transit journeys. However, limited bike availability at the egress side diminishes the utilization of bikes for the last mile of a trip. To address this issue, integrating shared bikes with transit as an egress mode could be an effective intervention.

This thesis conducted a ”what-if analysis” in the Amsterdam Transport Region to investigate the impacts on job accessibility for different commuters and the equity of the whole transportation system if shared bikes are provided at transit stations as the egress mode. The results highlight the considerable potential of this integration in improving job accessibility and promoting social equity.

Implications drawn from the analysis provide valuable insights. Statistically, groups without car access can benefit more than groups with car access from integrating transit and shared bikes, but benefits might favour high-income groups. Geographically, accessibility improvements are mainly distributed to commuters living next to transit stations, while equity improvements are concentrated in areas with dense and developed public transport systems. Additionally, commuters living close to transit stations are more likely to contribute significantly to the overall accessibility deficiency, even though they have convenient first-mile segments. These implications guide policymakers in prioritizing interventions for targeted groups or regions, and facilitating the creation of a more equitable transportation system.

This studydives into factors influencing the shared e-moped usage in first- and last mile. Other studies show that the service area size, vehicle availability the shape of city and the temperature affect the shared e-moped usage. This study confirms the service catchment, temperature and vehicle availability factors. It adds to this that also factors such as the share of young people, bus frequency, shared bike availability, walking distance, visibility and points of interest have an influence. This study also provides a quantification to show which factor has the biggest influence. According to the model results, the vehicle availability at a station is the most important factor. Next to the factors, this study also shows what the usage patterns of shared e-mopeds in first- and last mile transportation are. This study, therefore, helps in understanding the usage of shared e-mopeds as a first- and last mile mode.

Enhancing and expanding public transportation is becoming a crucial solution to the high costs of congestion and the escalating environmental impacts of car-centric transportation systems observed in numerous cities today. One approach to enhance the quality of public transportation, and thereby boosting its ridership, is through the intelligent design of stop locations. Strategically locating stops can increase coverage of transit and reduce overall trip times. However, selecting stop locations is a relatively intricate task as it involves striking a balance between two competing objectives; accessibility and efficiency.

In this thesis, a multi-objective optimisation model is presented to make the trade-offs between several factors influencing stop locations explicit. The model enables a comprehensive assessment of transit objectives by evaluating alternatives, determining demand and running times in detail, and examining network effects. Relevant factors such as sociodemographic characteristics within catchment areas, travel patterns, transit alignments, and transfer locations are modelled for different areas of the system.

The developed model is employed in a case study that focuses on the tram network of The Hague in the Netherlands. Various objectives are evaluated to determine the optimal stop locations and the factors that affect them. The results reveal that the ideal stop locations are contingent on the objectives established. Despite this, the number of stops in the system of The Hague is reduced by at least 6% for all considered objectives. When the user costs are minimised, an increase in ridership of 4% can be achieved, whilst saving 3% of operator costs. Moreover, it is concluded that optimising the network for either the operator or society results in 17% fewer stops, and a subsequent estimated cost saving of 9%, without any negative impact on ridership.

To develop a demand-oriented train service plan, the railway passenger demand characteristics are needed to be analyzed first. The analysis mainly starts with the volume and structure of the demand, and based on these characteristics, periods that have similar characteristics are classified into the same pattern. Thus a period of time, for example, a week, can be divided into several periods with different demand patterns. One period is considered as the base demand period among all those periods, and the demand contained in this period is always present during the week, its fluctuations are small and occupy the vast majority of the time except for the peak period.

Unlike the existing method that the train service is designed according to the peak hour demand, the train plan will first be designed based on the base demand. This base service will exist all through the period (e.g. in one week) and provide service for all base demand services. The service adaption will be made and added to the base service for all other periods. According to the different demand patterns, those adaptions can be add-on or subtracted services. Those adaptions can adjust the service to match the changed demand over time.

Train stations are developed by rail companies, for the benefit of travellers. Choices and trade-offs must be made. However, there are no guidelines on how to approach these trade-offs. This study aims to find out to what extent consulting train travellers from the station developer’s perspective contributes to making trade-offs in the development of train stations. We investigate how train travellers make a trade-off from the perspective of the station developer in comparison to professional station developers. Therefore, a consultation method is established using a qualitative and quantitative survey. The first part involves a trade-off in which the respondents have to distribute 100 points, representing the total available space, over eight access/egress facilities. It appears that both train travellers and station developers assign an increase or decrease in space to the same facilities. At the same time, we gain insight into how respondents approach the trade-off. Also, insight has been gained into a possible consultation method by which the making of trade-offs by train travellers and station developers can be investigated. For follow-up research, it is recommended to explore this approach for other trade-offs and in other contexts.

This research provides insight into the most effective approach for implementing shared micromobility services in towns and suburban communities, considering the preferences and requirements of key stakeholders, such as users, non-users, shared micromobility providers, public transport operators and municipalities or other government agencies. The scope of the study is limited to sharing of bicycles, e-bikes and mopeds. The results will allow all municipalities within the same province, or even within the entire country, to ensure a unified application with a solid business plan and a greater chance of success.

An example of a promising service involves the application of shared bicycles with hubs at all key locations in the service area and various hubs in the neighbourhood (back-to-many). Anticipating on the requests of residents and businesses. The service is connected to all municipalities in the area, with an emphasis on connecting at least one large town or city. If this collaboration is established, shared e-bikes are introduced, primarily focused on distances exceeding 3 kilometres. Finally, the system can be complemented with shared mopeds, limiting their use to a few hubs per municipality. This allows for effective control of usage and minimizes disturbances. Limiting the number of locations makes it possible to create physical parking facilities for mopeds, which contributes to mitigating inconvenience. However, every situation is unique, this thesis provides guidance on the approach to be considered for different scenarios.

The implementation of a bus system is an attractive alternative for decision makers since it has a short lead time and the service can be easily adapted depending on the demand. Due to the flexible nature it allows for the use of fulfilling different magnitudes of demand. Usually bus service provide a lower level quality service, however busses can be configured in such a way that they also provide higher level of service up until a point where they compete with rail systems. In the Netherlands referred to as HOV (“Hoogwaardig Openbaar Vervoer”, high-level public transport). This is a large spectrum with many different configurations. One should still consider the need for a HOV bus service as it comes with extra investment costs compared with the regular bus. Therefore, this research was looking into where there is no difference in valuation between a regular bus line and a higher level of service bus line. Through interviews, analysis of current lines and looking into what decision makers promise as a higher level of service attributes could be defined which could be seen as characteristic for a higher level service bus service. Additionally, the commuters perspective played a important role as most literature mostly considered only the decision makers perspective. A method has been demonstrated which shows how commuter needs can be used as and translated to operational characteristics with which decision makers specify, plan and design current and future higher level of service bus lines. The method includes a MNL model which expresses the valuation of the characteristics attributes of high level bus services which allows for the prediction of the modal split between a bus service and the current commute. This gave insight on which attributes a differently valued between a regular bus and a HOV bus and when a HOV bus service is equally valued as a regular bus service, hence not justifying investments in a higher level service. It was found that in most cases the HOV bus service results in a higher modal split despite of having a lower valuation for most of the characteristic attributes. The commuter seems to have more trust in the reliability promoted by higher level bus services.

The railway transportation system is a critical infrastructure that supports the functionality of a country through ways like the transportation of people from point to point to carry out their daily activities i.e., work, study, and leisure; the timely transportation of freight within a country or cross-borders, contributing to economic development, etc., thus it has to be effective in its operation and service provision. Normal operation can get affected when railway systems such as trains, signalling systems, etc. fail to operate, railway infrastructures are damaged, occurrences of collisions or derailment. These events result in inconveniences caused to railway users, loss in service confidence and decline in revenue. Hence, railway organisations continuously put in effort to reduce the occurrence of railway disruptions that are within their means to prevent. However, there have been reports on railway disruptions caused by events that are uncontrollable within the means of the organisations. The railway transportation system faces continuous ‘threats’ despite the continuous effort put in by railway organisations to provide mitigation measures. This thesis has classified these ‘threats’ as expected and unexpected. Expected ‘threats’ refer to events whereby their potential of disrupting the operation of the railway transportation system is anticipated, thus mitigation measures can be implemented in advance so as to eliminate or prevent the event from happening. On the other hand, unexpected ‘threats’ refer to events whereby the occurrences cannot be controlled and sometimes it can be unpredictable. The objective of this thesis is to study how the resilience of a railway organisation, in view of the occurrences of 2 unexpected external events (i.e., climate change and cyber-attack), can be assessed by incorporating the elements of the 4R Resilience Framework to its operation and management. The assessment work is carried out through a semi-qualitative tool created by this thesis which adopts a systematic approach by making use of a 5-stages cycle framework.