Despite the increase in the number of entrepreneurship initiatives and interventions, there is a poor understanding of the range of entrepreneurship programs in secondary education and their learning objectives. This study provides insight into the current supply of entrepreneurship programs and their underlying pedagogy in secondary education in the Netherlands. To examine existing offerings and their underlying pedagogy, we used the 11 design principles of Baggen, Lans, and Gulikers (2021). Data were collected from three different sources for triangulation purposes - data from Vecon Business Schools (VBS) application forms, interviews with VBS schools, and documents and additional information (student ratings, learning goals, missions, and visions). Our findings show that schools offer mostly causation-oriented and traditional entrepreneurship programs, in which there is little room for effectuation-oriented education. Also, due to the lack of a clearly stated mission, vision and learning goals of entrepreneurship education, schools pay little attention to the effect of entrepreneurship education on entrepreneurship skills/intentions. However, we observe that schools acknowledge this and slowly design and offer entrepreneurship programs more consciously.
Background: Health-enhancing physical activity (HEPA) promotion programs are implemented in sports clubs. The purpose of this study was to examine the characteristics of the insufficiently active participants that benefit from these programs. Methods: Data of three sporting programs, developed for insufficiently active adults, were used for this study. These sporting programs were implemented in different sports clubs in the Netherlands. Participants completed an online questionnaire at baseline and after six months (n = 458). Of this sample, 35.1% (n = 161) was insufficiently active (i.e. not meeting HEPA levels) at baseline. Accordingly, two groups were compared: participants who were insufficiently active at baseline, but increased their physical activity to HEPA levels after six months (activated group, n = 86) versus participants who were insufficiently active both at baseline and after six months (non-activated group, n = 75). Potential associated characteristics (demographic, social, sport history, physical activity) were included as independent variables in bivariate and multivariate logistic regression analyses.
Cities around the world are increasingly using events as a tool to generate a wide range of effects, including image enhancement, income generation, and social cohesion. However, the use of events as an urban policy tool is hampered by the fact that events themselves also have their own objectives, such as making a profit or advancing the agenda of national and international organizations. In some cases, the objectives of the events and the city may coincide, but in other cases, they may not. Therefore, for cities there is a growing challenge in coordinating their events program in order to maximize the benefits for the city as a whole, while also supporting individual events. Many cities have already developed specific events policies and support mechanisms, but these tend to treat events as individual occurrences, rather than as an integral part of the urban ecology. Richards and Palmer have argued that the "eventful city" needs to take a strategic, holistic view of its events portfolio in order to move from being a city full of events to developing "eventfulness." This article considers how some cities are developing more holistic approaches to event policy and eventfulness. In reviewing the events policies of cities worldwide, it identifies three emerging policy models: event-centric policy, sector-centric policy, and network-centric policy. The article further considers the implications of these different models for events and events policies in cities.
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In the last decade, the automotive industry has seen significant advancements in technology (Advanced Driver Assistance Systems (ADAS) and autonomous vehicles) that presents the opportunity to improve traffic safety, efficiency, and comfort. However, the lack of drivers’ knowledge (such as risks, benefits, capabilities, limitations, and components) and confusion (i.e., multiple systems that have similar but not identical functions with different names) concerning the vehicle technology still prevails and thus, limiting the safety potential. The usual sources (such as the owner’s manual, instructions from a sales representative, online forums, and post-purchase training) do not provide adequate and sustainable knowledge to drivers concerning ADAS. Additionally, existing driving training and examinations focus mainly on unassisted driving and are practically unchanged for 30 years. Therefore, where and how drivers should obtain the necessary skills and knowledge for safely and effectively using ADAS? The proposed KIEM project AMIGO aims to create a training framework for learner drivers by combining classroom, online/virtual, and on-the-road training modules for imparting adequate knowledge and skills (such as risk assessment, handling in safety-critical and take-over transitions, and self-evaluation). AMIGO will also develop an assessment procedure to evaluate the impact of ADAS training on drivers’ skills and knowledge by defining key performance indicators (KPIs) using in-vehicle data, eye-tracking data, and subjective measures. For practical reasons, AMIGO will focus on either lane-keeping assistance (LKA) or adaptive cruise control (ACC) for framework development and testing, depending on the system availability. The insights obtained from this project will serve as a foundation for a subsequent research project, which will expand the AMIGO framework to other ADAS systems (e.g., mandatory ADAS systems in new cars from 2020 onwards) and specific driver target groups, such as the elderly and novice.
