This paper analyses the effect of two new developments: electrification and ‘free floating’ car sharing and their impact on public space. Contrary to station based shared cars, free floating cars do not have dedicated parking or charging stations. They therefore park at public parking spots and utilize public charging stations. A proper network of public charging stations is therefore required in order to keep the free floating fleet up and running. As more municipalities are considering the introduction of an electric free floating car sharing system, the outline of such a public charging network becomes a critical piece of information. The objective of this paper is to create insights that can optimize charging infrastructure for free floating shared cars, by presenting three analyses. First, a business area analysis shows an insight into which business areas are of interest to such a system. Secondly, the parking and charging behaviour of the vehicles is further examined. The third option looks deeper into the locations and their success factors. Finally, the results of the analysis of the city of Amsterdam are used to model the city of The Hague and the impact that a free floating electric car sharing system might have on the city and which areas are the white spots that need to be filled in.
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Free newspapers may offer different news contents to different audiences, when compared with traditional, paid-for newspapers, but they, nevertheless, concentrate on news, and thereby provide society with information on current affairs. These papers have seen circulation rise until 2008; after that, a decline set in, leading to closures and often a monopoly situation in the mature European newspaper markets covered in our research. Free newspapers seem to follow a typical life cycle pattern, moving from growth to maturity, and to saturation and decline. Diversification strategies – home-delivery, weekend, sports, afternoon, and financial – have been disappointing so far. There is no evidence, however, of total extinction, indicating that there is room for at least one title – possibly two – in every market. The situation in the surveyed markets also suggests that a free newspaper may be a ‘natural’ monopoly.
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Background & aims: In dietary practice, it is common to estimate protein requirements on actual bodyweight, but corrected bodyweight (in cases with BMI <20 kg/m2 and BMI ≥30 kg/m2) and fat free mass (FFM) are also used. Large differences on individual level are noticed in protein requirements using these different approaches. To continue this discussion, the answer is sought in a large population to the following question: Will choosing actual bodyweight, corrected bodyweight or FFM to calculate protein requirements result in clinically relevant differences? Methods: This retrospective database study, used data from healthy persons ≥55 years of age and in- and outpatients ≥18 years of age. FFM was measured by air displacement plethysmography technology or bioelectrical impedance analysis. Protein requirements were calculated as 1) 1.2 g (g) per kilogram (kg) actual bodyweight or 2) corrected bodyweight or 3) 1.5 g per kg FFM. To compare these three approaches, the approach in which protein requirement is based on FFM, was used as reference method. Bland–Altman plots with limits of agreement were used to determine differences, analyses were performed for both populations separately and stratified by BMI category and gender. Results: In total 2291 subjects were included. In the population with relatively healthy persons (n = 506, ≥55 years of age) mean weight is 86.5 ± 18.2 kg, FFM is 51 ± 12 kg and in the population with adult in- and outpatients (n = 1785, ≥18 years of age) mean weight is 72.5 ± 18.4 kg, FFM is 51 ± 11 kg. Clinically relevant differences were found in protein requirement between actual bodyweight and FFM in most of the participants with overweight, obesity or severe obesity (78–100%). Using corrected bodyweight, an overestimation in 48–92% of the participants with underweight, healthy weight and overweight is found. Only in the Amsterdam UMC population, protein requirement is underestimated when using the approach of corrected bodyweight in participants with severe obesity. Conclusion: The three approaches in estimation of protein requirement show large differences. In the majority of the population protein requirement based on FFM is lower compared to actual or corrected bodyweight. Correction of bodyweight reduces the differences, but remain unacceptably large. It is yet unknown which method is the best for estimation of protein requirement. Since differences vary by gender due to differences in body composition, it seems more accurate to estimate protein requirement based on FFM. Therefore, we would like to advocate for more frequent measurement of FFM to determine protein requirements, especially when a deviating body composition is to be expected, for instance in elderly and persons with overweight, obesity or severe obesity.
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Various companies in diagnostic testing struggle with the same “valley of death” challenge. In order to further develop their sensing application, they rely on the technological readiness of easy and reproducible read-out systems. Photonic chips can be very sensitive sensors and can be made application-specific when coated with a properly chosen bio-functionalized layer. Here the challenge lies in the optical coupling of the active components (light source and detector) to the (disposable) photonic sensor chip. For the technology to be commercially viable, the price of the disposable photonic sensor chip should be as low as possible. The coupling of light from the source to the photonic sensor chip and back to the detectors requires a positioning accuracy of less than 1 micrometer, which is a tremendous challenge. In this research proposal, we want to investigate which of the six degrees of freedom (three translational and three rotational) are the most crucial when aligning photonic sensor chips with the external active components. Knowing these degrees of freedom and their respective range we can develop and test an automated alignment tool which can realize photonic sensor chip alignment reproducibly and fully autonomously. The consortium with expertise and contributions in the value chain of photonics interfacing, system and mechanical engineering will investigate a two-step solution. This solution comprises a passive pre-alignment step (a mechanical stop determines the position), followed by an active alignment step (an algorithm moves the source to the optimal position with respect to the chip). The results will be integrated into a demonstrator that performs an automated procedure that aligns a passive photonic chip with a terminal that contains the active components. The demonstrator is successful if adequate optical coupling of the passive photonic chip with the external active components is realized fully automatically, without the need of operator intervention.
Due to the existing pressure for a more rational use of the water, many public managers and industries have to re-think/adapt their processes towards a more circular approach. Such pressure is even more critical in the Rio Doce region, Minas Gerais, due to the large environmental accident occurred in 2015. Cenibra (pulp mill) is an example of such industries due to the fact that it is situated in the river basin and that it has a water demanding process. The current proposal is meant as an academic and engineering study to propose possible solutions to decrease the total water consumption of the mill and, thus, decrease the total stress on the Rio Doce basin. The work will be divided in three working packages, namely: (i) evaluation (modelling) of the mill process and water balance (ii) application and operation of a pilot scale wastewater treatment plant (iii) analysis of the impacts caused by the improvement of the process. The second work package will also be conducted (in parallel) with a lab scale setup in The Netherlands to allow fast adjustments and broaden evaluation of the setup/process performance. The actions will focus on reducing the mill total water consumption in 20%.
To reach the European Green Deal by 2050, the target for the road transport sector is set at 30% less CO2 emissions by 2030. Given the fact that heavy-duty commercial vehicles throughout Europe are driven nowadays almost exclusively on fossil fuels it is obvious that transition towards reduced emission targets needs to happen seamlessly by hybridization of the existing fleet, with a continuously increasing share of Zero Emission vehicle units. At present, trailing units such as semitrailers do not possess any form of powertrain, being a missed opportunity. By introduction of electrically driven axles into these units the fuel consumption as well as amount of emissions may be reduced substantially while part of the propulsion forces is being supplied on emission-free basis. Furthermore, the electrification of trailing units enables partial recuperation of kinetic energy while braking. Nevertheless, a number of challenges still exist preventing swift integration of these vehicles to daily operation. One of the dominating ones is the intelligent control of the e-axle so it delivers right amount of propulsion/braking power at the right time without receiving detailed information from the towing vehicle (such as e.g. driver control, engine speed, engine torque, or brake pressure, …etc.). This is required mainly to ensure interoperability of e-Trailers in the fleets, which is a must in the logistics nowadays. Therefore the main mission of CHANGE is to generate a chain of knowledge in developing and implementing data driven AI-based applications enabling SMEs of the Dutch trailer industry to contribute to seamless energetic transition towards zero emission road freight transport. In specific, CHANGE will employ e-Trailers (trailers with electrically driven axle(s) enabling energy recuperation) connected to conventional hauling units as well as trailers for high volume and extreme payload as focal platforms (demonstrators) for deployment of these applications.
