Offering time windows to receivers of last-mile delivery is becoming a distinguishing factor. However, we see that in practice carriers have to create routes for their vehicles based on destination information, that is just being revealed when a parcel arrives in the depot. The parcel has to be assigned directly to a vehicle, making this a Dynamic Assignment Vehicle Routing Problem. Incorporating time windows is hard in this case. In this paper an approach is presented to solve this problem including Time Windows. A comparison is made with a real observation and with a solution method for the base problem
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Veel medewerkers geven de voorkeur aan informele vormen van leren en ontwikkelen op de werkplek, terwijl formele leeractiviteiten gangbaarder zijn in organisaties. Deze activiteiten lijken vaak geïnitieerd door managers en HR-functionarissen en vinden veelal buiten de werkplek plaats. Dit terwijl arbeidsmarkttekorten noodzaken om leren en ontwikkelen in het dagelijkse werk vorm te geven. Dit artikel gaat in op het potentieel van participatief actieonderzoek om te leren en te ontwikkelen op de werkplek. Er wordt verslag gedaan van een actieonderzoeksproject binnen de verpleeghuiscontext. Onderzocht is hoe leren en ontwikkelen plaatsvonden en welke werkzame elementen binnen het actieonderzoeksproject hieraan bijdroegen. Resultaten laten zien dat leren en ontwikkelen in en van werk plaatsvinden op het moment dat authentieke situaties, direct beleefd worden. Ook helpt het als de authentieke situaties verkend worden vanuit verschillende perspectieven en als er mogelijkheden gezien worden voor nieuw of anders handelen. Regels en routines kunnen de integratie van leren en ontwikkelen in het werk beperken. Op basis van opgedane ervaringen en geleerde lessen worden aanbevelingen gegeven.
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As Vehicle-to-Everything (V2X) communication technologies gain prominence, ensuring human safety from radiofrequency (RF) electromagnetic fields (EMF) becomes paramount. This study critically examines human RF exposure in the context of ITS-5.9 GHz V2X connectivity, employing a combination of numerical dosimetry simulations and targeted experimental measurements. The focus extends across Road-Side Units (RSUs), On-Board Units (OBUs), and, notably, the advanced vehicular technologies within a Tesla Model S, which includes Bluetooth, Long Term Evolution (LTE) modules, and millimeter-wave (mmWave) radar systems. Key findings indicate that RF exposure levels for RSUs and OBUs, as well as from Tesla’s integrated technologies, consistently remain below the International Commission on Non-Ionizing Radiation Protection (ICNIRP) exposure guidelines by a significant margin. Specifically, the maximum exposure level around RSUs was observed to be 10 times lower than ICNIRP reference level, and Tesla’s mmWave radar exposure did not exceed 0.29 W/m2, well below the threshold of 10 W/m2 set for the general public. This comprehensive analysis not only corroborates the effectiveness of numerical dosimetry in accurately predicting RF exposure but also underscores the compliance of current V2X communication technologies with exposure guidelines, thereby facilitating the protective advancement of intelligent transportation systems against potential health risks.
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In this paper we present a modification to the Dynamic Assignment Vehicle Routing Problem. This problem arises in parcel to vehicle assignment where the destination of the parcels is not known up to the assignment of the parcel to a delivering route. The assignment has to be done immediately without the possibility of re-assignment afterwards. We extend the original problem with a generalisation of the definition of capacity, with an unknown workload, unknown number of parcels per day, and a generalisation of the objective function. This new problem is defined and various methods are proposed to come to an efficient solution method.
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A major challenge for disaster scholars and policymakers is to understand the power dimension in response networks, particularly relating to collaboration and coordination. We propose a conceptual framework to study interests and negotiations in and between various civic and professional, response networks drawing on the concepts of “programming” and “switching” proposed by Manuel Castells in his work on the network society. Programming in disaster response refers to the ability to constitute response networks and to program/reprogram them in terms of the goals assigned to the network. Switching is the ability to connect different net-works by sharing common goals and combining resources. We employ these concepts to understand how the US Federal Emergency Management Agency organized its response in the aftermath of Hurricanes Katrina and Sandy. Our conceptual framework can be used both by disaster scholars and policymakers to understand how networked power is constructed and utilized.
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Densely populated areas are major sources of air, soil and water pollution. Agriculture, manufacturing, consumer households and road traffic all have their share. This is particularly true for the country featured in this paper: the Netherlands. Continuous pollution of the air and soil manifests itself as acification, decalcification and eutrofication. Biodiversity becomes lower and lower in nature areas. Biological farms are also under threat. In case of mobility, local air pollution may have a huge health impact. Effective policy is called for, after high courts blocked construction projects, because of foreseen building- and transport-related NOx emissions. EU law makers are after Dutch governments, because these favoured economics and politics over environmental and liveability concerns. But, people in the Netherlands are strongly divided. The latest provincial elections were dominated by environmental concerns, next to many socio-economic issues. NOx and CO2 emissions by passenger cars are in focus. Technical means and increasing fuel economy norms strongly reduced NOx emissions to a still too high level. A larger number of cars neutralized a technological reduction of CO2 emissions. The question is: What would be the impact of a drastic mandatory reduction in CO2, NOx, and PM10 emissions on car ownership and use in the Netherlands? The authors used literature, scenario analysis and simulation modelling to answer this question. Electric mobility could remove these emissions. Its full impact will only be achieved if the grid-mix, which is still dominated by fossil fuels, becomes green(er), which is a gradual, long-term, process. EVs compete with other consumers of electricity, as many other activities, such as heating, are also electrifying. With the current grid-mix, it is inevitable that the number of km per vehicle per year is reduced to reach the scenario targets (−25% resp. −50% CO2 emissions by cars). This calls for an individual mobility budget per car user.
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Limited data is available on the size of urban goods movement and its impact on numerous aspects with respect to livability such as emissions and spatial impact. The latter becomes more important in densifying cities. This makes it challenging to implement effective measures that aim to reduce the negative impact of urban good movement and to monitor their impact. Furthermore, urban goods movement is diverse and because of this a tailored approach is required to take effective measures. Minimizing the negative impact of a heavy truck in construction logistics requires a different approach than a parcel delivery van. Partly due to a lack of accurate data, this diversity is often not considered when taking measures. This study describes an approach how to use available data on urban traffic, and how to enrich these with other sources, which is used to gain insight into the decomposition (number of trips and kilometers per segment and vehicle type). The usefulness of having this insight is shown for different applications by two case studies: one to estimate the effect of a zero-emission zone in the city of Utrecht and another to estimate the logistics requirements in a car-free area development.
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While the Municipality of Amsterdam wants to expand the electric vehicle public charging infrastructure to reach carbon-neutral objectives, the Distribution System Operator cannot allow new charging stations where low-voltage transformers are reaching their maximum capacity. To solve this situation, a smart charging project called Flexpower is being tested in some districts. Charging power is limited during peak times to avoid grid congestion and, therefore, enable the expansion of charging infrastructure while deferring grid investments. This work simulates the implementation of the Flexpower strategy with high penetration of electric vehicles, considering dynamic and local power limits, to assess the impact on both the satisfaction of electric vehicle users and the business model of the Charging Point Operator. A stochastic approach, based on Gaussian Mixture Models, has been used to model different profiles of electric vehicle users using data from the Amsterdam public electric vehicle charging infrastructure. Several key performance indicators have been defined to assess the impact of such charging limitations on the different stakeholders. The results show that, while Amsterdam’s existing public charging infrastructure can host just twice the current electric vehicle demand, the application of Flexpower will enable the growth in charging stations without requiring grid upgrades. Even with 7 times more charging sessions, Flexpower could provide a power peak reduction of 57% while supplying 98% of the total energy required by electric vehicle users.
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At this moment, charging your electric vehicle is common good, however smart charging is still a novelty in the developing phase with many unknowns. A smart charging system monitors, manages and restricts the charging process to optimize energy consumption. The need for, and advantages of smart charging electric vehicles are clear cut from the perspective of the government, energy suppliers and sustainability goals. But what about the advantages and disadvantages for the people who drive electric cars? What opportunities are there to support the goals of the user to make smart charging desirable for them? By means of qualitative Co-design methods the underlying motives of early adaptors for joining a smart charging service were uncovered. This was done by first sensitizing the user about their current and past encounters with smart charging to make them more aware of their everyday experiences. This was followed by another generative method, journey mapping and in-depth interviews to uncover the core values that drove them to participate in a smart charging system. Finally, during two co-design sessions, the participants formed groups in which they were challenged to design the future of smart charging guided by their core values. The three main findings are as follows. Firstly, participants are looking for ways to make their sustainable behaviour visible and measurable for themselves. For example, the money they saved by using the smart charging system was often used as a scoreboard, more than it was about theactual money. Secondly, they were more willing to participate in smart charging and discharging (sending energy from their vehicle back to the grid) if it had a direct positive effect on someone close to them. For example, a retiree stated that he was more than willing to share the energy of his car with a neighbouring family in which both young parents work, making them unable to charge their vehicles at times when renewable energy is available in abundance. The third and last finding is interrelated with this, it is about setting the right example. The early adopters want to show people close to them that they are making an effort to do the right thing. This is known as the law of proximity and is well illustrated by a participant that bought a second-hand, first-generation Nissan Leaf with a range of just 80 km in the summer and even less in winter. It isn’t about buying the best or most convenient car but about showing the children that sometimes it takes effort to do the right thing. These results suggest that there are clear opportunities for suppliers of smart EV charging services to make it more desirable for users, with other incentives than the now commonly used method of saving money. The main takeaway is that early adopters have a desire for their sustainable behaviour to be more visible and tangible for themselves and their social environment. The results have been translated into preliminary design proposals in which the law of proximity is applied.
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Understanding the decision-making process of a boardroom is one of the most fascinating parts of organizational research. We are all interested in power games, team dynamics and how the external environment could influence the decision of directors. One of the important buzzwords of today is “good governance” and many boards face a lot of societal pressure to implement best practices of governance. It goes beyond regulatory requirements and boards need to take a different perspective on integrating governance codes and best practices in their organizations. In this study, we focused on the role of individual directors in developing organizational responses to that pressure. More specifically, we looked at how directors’ own cognitive frames of governance influence the way boards choose best practices.
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