This paper addresses one important mechanism through which the EU tries to improve the operation of its labour markets: the opening up of national borders for free worker movement within the EU. Free worker movement is a fundamental EU right; but EU enlargement begged the question of how and when to allow complete free movement to workers from those new Member States. The EU agreed upon a transitional period of up to 7 years after accession of eight new Middle and Eastern European States (EU-8) on May 1st, 2004. Duringthis transitional period Member States may apply certain restrictions on the free movement of workers from, to and between these new Member States. By 2012, all such restrictions will have been abolished. A similar procedure applies regarding the accession of two additional new Member States on January 1st, 2007. Only three of the fifteen incumbent EU Member States at the time (EU-15) chose to immediately allow free movement from workers from the EU-8. The other twelve maintained their work permit systems, albeit with some modifications. Since, some (e.g. Germany) have already decided to keep such barriers in place until 2012. The Netherlands has kept a work permit system in place up to May 1st, 2007. At that time it abolished that system and effectively extended free worker movement to include workers from the EU-8. This makes the Dutch case, at this point in time, an interesting case for which to analyse the process and effects of increased free labour movement into a national labourmarket. This paper discusses the evolution of (temporary) work migration from EU-8 countries into the Netherlands. It first addresses the flexicurity nature of EU policies towards labour market integration and towards the inclusion of new EU countries in that process. It subsequentely reviews the three socio-legal regimes that can currently apply to work performed for Dutch firms Netherlands by workers from the EU-8 (which, now, is that same as that applies for workers from the EU-15): wage employment; employment through temporary employment agencies; and self-employment. It then discusses the development of the volume of work performed by citizens from the EU-8 in the Netherlands, and socio-economic effects for both the migrant workers and Dutch society and economy. It concludes with a discussion of challenges (or the lack thereof) that this increased free movement of foreign labour caused and causes for Dutch institutions.
The building and construction industry, which is responsible for 39% of global carbon emissions, is far off track in achieving its net-zero emission targets. Product-service system (PSS) business models are one of the instruments used by the industry in the transition toward reaching these targets. A PSS business model is designed around an end-of-life solution that minimizes material usage and maximizes energy efficiency. It is provided to customers as a marketable set of products and services, jointly capable of fulfilling a customer’s needs. There are signals from practice however, that suggest that the implementation of this type of business model is falling behind. This study investigates this and seeks to identify key challenges and opportunities for sustainable PSS business models in the built environment. Using a grounded theory approach, data from 13 semi-structured interviews across five companies is used to identify challenges and opportunities that suppliers are facing in selling their products through PSS business models. Our preliminary data analysis points to nine challenges and opportunities for PSS business models. We discuss these in the context of the current economic transition toward a sustainable and circular built environment and provide suggestions for further research that could help to overcome resistance toward the implementation of PSS business models. The contribution of this research to researchers and practitioners is that it provides insights into the adoption of new business models in fragmented and competitive business environments.
MULTIFILE
Most multi‑problem young adults (18–27 years old) have been exposed to childhood maltreatment and/or have been involved in juvenile delinquency and, therefore, could have had Child Protection Service (CPS) interference during childhood. The extent to which their childhood problems persist and evolve into young adult‑ hood may differ substantially among cases. This might indicate heterogeneous profiles of CPS risk factors. These pro‑ files may identify combinations of closely interrelated childhood problems which may warrant specific approaches for problem recognition and intervention in clinical practice. The aim of this study was to retrospectively identify distinct statistical classes based on CPS data of multi‑problem young adults in The Netherlands and to explore whether these classes were related to current psychological dysfunctioning and delinquent behaviour. This article is distributed under the terms of the Creative Commons Attribution 4.0 International License (http://creativecommons.org/licenses/by/4.0/).
MULTIFILE
LEVV-LOGIC presenteert een voorstel voor onderzoek naar de inzet van lichte elektrische vrachtvoertuigen (LEVV’s) voor de levering van goederen in steden. In dit project ontwikkelen de Hogeschool van Amsterdam en Hogeschool Rotterdam samen met logistiek dienstverleners, verladers en voertuigaanbieders uit het mkb, netwerkorganisaties, kennisinstellingen en gemeenten nieuwe kennis over logistieke concepten en business modellen met LEVV met als doel de rendabele inzet van LEVV’s in stadslogistiek. De doelstelling komt voort uit een vraag van logistiek dienstverleners uit het mkb. Zij willen LEVV’s inzetten, maar weten niet hoe ze dit rendabel kunnen doen omdat de huidige logistieke processen in de keten afgestemd zijn op de inzet van bestel- en vrachtvoertuigen. Voor overstap naar LEVV’s dienen de logistieke processen anders georganiseerd te worden, want de voertuigen zijn kleiner in omvang en hebben een andere laad- en energievoorziening. Daarnaast is onvoldoende duidelijk voor welke stadslogistieke stromen LEVV’s geschikt zijn en aan welke technische eisen de voertuigen moeten voldoen. Verladers (verzenders van goederen) en voertuigaanbieders zijn actief betrokken bij de uitvoering van het onderzoek om afstemming met de marktvraag en de techniek te garanderen. De projectdeelnemers delen de ambitie om met LEVV’s een bijdrage te leveren aan regionale, nationale en Europese doelstellingen om stedelijk goederenvervoer efficiënter en schoner (“zero emissie”) te organiseren. Het project draagt hier aan bij door middel van vijf activiteiten. De deelnemers in LEVV-LOGIC: 1. onderzoeken de potentie van LEVV voor specifieke stadslogistieke stromen (waaronder food-, webwinkel-, en facilitaire leveringen); 2. ontwerpen nieuwe logistieke concepten met LEVV voor de distributie van goederen van verzender naar ontvanger; 3. vertalen logistieke vereisten naar technische ontwerpen en aanpassingen aan bestaande LEVV’s; 4. experimenten met nieuwe LEVV-concepten in de praktijk; 5. ontwikkelen schaalbare business modellen met LEVV’s. Het project verzekert een sterke relatie met praktijk en wetenschap, omdat zij via haar deelnemers verbonden is aan de Topsector Logistiek, de Green Deal Zero Emissie Stadslogistiek, de Europese federatie voor Cycle Logistics en de Europese onderzoeksprojecten FREVUE (FP7) en CITYLAB (Horizon2020). Via de betrokkenheid van drie lectoren en zes opleidingen van twee hogescholen wordt een brede inzet van de resultaten in het onderwijs gerealiseerd. LEVV-LOGIC hanteert een multidisciplinaire aanpak met aandacht voor de rol van logistiek, techniek, beleid en gedrag. Hiermee versterkt het project professionals van nu en van de toekomst met kennis om problemen in stadslogistiek op te lossen.
