The popularity of Bus Rapid Transit (BRT) has been growing rapidly over the past years, where more and more cities add BRT to their public transport systems. Roundabouts are also growing and are popular intersection designs because they are one of the safest types of intersections and improve traffic flow. It is, therefore, likely that in some cities a BRT route will go through a roundabout.
To keep the priority of BRT and the safety effects of a roundabout, the evaluation of roundabouts with BRT based on safety and level of service (performance) of all modes is investigated. Some countries have already developed and built solutions for roundabouts with BRT, where the priority of the buses can differ. One solution, often called throughabouts, is where the exclusive bus lanes go through the centre island of the roundabout, giving full priority to the buses. However, few guidelines have been developed on roundabout solutions with BRT and there seems to be a disagreement about the effectiveness of these types between some countries.
This thesis aims to reduce this research gap by developing an evaluation methodology that compares and evaluates different design solutions of roundabouts with BRT based on the safety and level of service of all modes. The evaluation methodology is also able to determine which design solution is the most optimal.
The methods used to compare and evaluate the designs in the methodology are literature review, multicriteria analysis (MCA), microsimulations and calculations, and a case study.
A case study of a roundabout in Reykjavik, Iceland is used to illustrate and test the methodology. Three design solutions are compared and evaluated where the priority configuration of the BRT is changed for each design. Design 1 is a regular roundabout where the buses drive through the intersection in mixed traffic. Design 2 is a throughabout where there are traffic signals for all entering traffic, and design 3 is a throughabout where there are traffic signals for the conflicting traffic. These designs are evaluated based on the traffic performance indicators of total throughput, travel time, and variation in travel time, and the safety indicators of number and types of conflicts for vehicle – vehicle conflicts and active mode – vehicle conflicts, and costs. These indicators are obtained by the output of a VISSIM model and using SSAM for the safety calculations. MCA is used to compare and evaluate the designs.
This results in that throughabouts with traffic signals for conflicting traffic prove to be the most optimal designs for roundabouts with BRT. They are also both the safest and best performing design solution.
This thesis addresses the research gap of disagreement of the effectiveness of the roundabouts by showing that throughabouts are effective, however, to determine their full effectiveness, further research is recommended on comparing throughabouts with other types of intersections. This thesis developed an evaluation methodology which can be used to evaluate and compare different design solutions which can be used to decide which design is the most optimal for intersections.

The COVID-19 pandemic has changed travel behaviour and mobility in the Netherlands. It is questioned if the mobility system is subject to long-lasting change in the near and distant future. This study aims to observe the development of mobility impacts over time with a quantitative approach.

Current traditional transport models have difficulties implementing uncertainties such as the mobility disruptions of COVID-19. These models lack the exploratory nature to cope with quickly arising events and changes. Using system dynamics, a model is developed to observe the mobility impacts of disruption and trends in transportation. The developed model and alternative transport modelling approach are tested and validated by applying the case of the COVID-19 mobility disruptions in the Netherlands. By including a tele-activity alternative in the mode choice component of the model, an option not to travel is modelled as a contender to the traditional modes of transport using choice models.

Subsequently, applying the model to the COVID-19 situation provided insight into new relations and understandings of the development of the mobility impacts over time in the near and distant future. It was found that the future attractiveness of modes of transport changes as a result. Travellers' preference for private modes of transport will remain high in the forthcoming years, causing public transportation to recover slowly. It can be concluded that the system dynamics modelling approach is beneficial and has accomplished the design of a model widely applicable to COVID-19 and other mobility disruptions.

Free-floating moped sharing systems are becoming more and more popular and provide new ways to travel inside urban areas. The vehicles offer the flexibility of one-way transportation, though the downside is that it creates a spatiotemporal imbalance of the vehicle distribution within the system. The operators of such systems are challenged to cope with this imbalance by either applying an operator-based relocation or user-based relocation strategy. As studies on operator-based relocation strategies are in abundance, this research focused on user-based relocation. A user-based relocation strategy assumes the participation of the user, though (monetary) incentives are required to encourage users to participate in the process of relocating vehicles. This research assessed how vehicle choice is influenced by these price deviations (dynamic pricing) through a context-related stated choice experiment. The dynamic pricing user-based relocation strategy was also tested on a real-life moped sharing system to assess the influence on the system performance. At last, an observed vehicle choice experiment was conducted to evaluate the trade-off by users between discounted vehicles and walking distance. The outcomes presented in this report ought to apply to other vehicle sharing systems with equal design and management configurations.

The agent - based modeling of freight transport that captures both the variety of actors and their complex decisions has not made as much progress as in passenger transport. Efforts towards agent-based models must include firms. However, the synthesis of a firm population in the context of urban freight transport has gotten little attention in literature. This research focuses on synthesis of a firm population for urban freight transport demand model. It uses literature review to define the firm agents and specifies a general population synthesis model based on iterative proportional updating (IPU). The model is then implemented on a case study on the province of South Holland. The utilized data is open, free-of-charge data offered by the Central Bureau for Statistics (CBS) of The Netherlands. The synthesis uses a sample-free, indicator-based approach to initialize the IPU-based model. The results show correlation between firms’ distribution and urban density of neighborhoods for most of the population. However, the suitability of a neighborhood to host a firm type has a more nuanced definition that cannot be encapsulated in a single indicator. More robust, economic-sector specific indicators are needed to disaggregate firm agents to neighborhoods and finer levels. Further research into IPU-based, sample-free firm synthesis models is recommended.

Vietnam is one of the five countries that is severely affected by the consequences of climate change. The extreme weather conditions and the increase of the sea level results in floods in the Mekong Delta, located in the South of Vietnam. Can Tho city, found in the heart of the Mekong Delta, is one of the cities that copes with water related issues on a regular basis. To be prepared for the future, the environmental and infrastructural issues need to be tackled. The resiliency of Can Tho got included of the World Bank program. The objective of this project of the World Bank is to reduce the flood risk in the urban core area and to improve connectivity between the city centre and the low risk urban growth areas. The structural solutions of the polder will be sluice gates, tidal sluice gates, the construction of river embankment, rehabilitation of the drainage system and constructing two regulation and water retention lakes. Additionally, building dykes with new roads and expanding or building new bridges will increase the connectivity of the city. All these measures will contribute on the resiliency of the city. The aim of this report is to identify the impact of the polder on the city, considering the infrastructural and the hydraulic aspects. To measure the impact, the current situation is simulated into two models, an infrastructure model and a hydraulic model. The results of hydraulic model show whether and when locations are flooded, whereas the aim of the infrastructure model is to identify flows on the network, the connectivity of the city and the flow changes after implementation of the new roads.

Passenger travel characteristics (PTCs) are characteristics that are sought from the information contained in trips, such as travel frequency, travel mode, departure location, and etc. Understanding PTCs can help develop passenger-oriented planning and service policies, so analysis of PTCs is a topic of constant interest to researchers and transportation service providers. However, PTCs vary with the change of many factors, such as network, price policy, service. The process or trend of PTCs change, which is called the evolution of PTCs, are useful for assessing the impact of external factors changes on passengers.