Ouderen blijven in Nederland steeds langer zelfstandig wonen. Als dat echter niet meer lukt, is opname in een verpleeg- of verzorgingshuis mogelijk. Ongeveer 165 duizend ouderen wonen in Nederland in een dergelijke instelling. Aangezien verpleegkundige zorg datgene is dat de meeste bewoners ontvangen, is het van belang om inzicht te krijgen hoe deze zorg wordt geëvalueerd. Verpleegkundig-sensitieve indicatoren kunnen daarbij behulpzaam zijn.
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Background Understanding the kinematic characteristics of relapse clubfoot compared to successfully treated clubfoot could aid early identification of a relapse and improve treatment planning. The usage of a multi segment foot model is essential in order to grasp the full complexity of the multi-planar and multi-joint deformity of the clubfoot. Research question The purpose of this study was to identify differences in foot kinematics, using a multi-segment foot model, during gait between patients with Ponseti treated clubfoot with and without a relapse and age-matched healthy controls. Methods A cross-sectional study was carried out including 11 patients with relapse clubfoot, 11 patients with clubfoot and 15 controls. Gait analysis was performed using an extended Helen Hayes model combined with the Oxford Foot Model. Statistical analysis included statistical parametric mapping and discrete analysis of kinematic gait parameters of the pelvis, hip, knee, ankle, hindfoot and forefoot in the sagittal, frontal and transversal plane. Results The relapse group showed significantly increased forefoot adduction in relation with the hindfoot and the tibia. Furthermore, this group showed increased forefoot supination in relation with the tibia during stance, whereas during swing increased forefoot supination in relation with the hindfoot was found in patients with relapse clubfoot compared with non-relapse clubfoot. Significance Forefoot adduction and forefoot supination could be kinematic indicators of relapse clubfoot, which might be useful in early identification of a relapse clubfoot. Subsequently, this could aid the optimization of clinical decision making and treatment planning for children with clubfoot.
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The overall question of this study is: to what extent do connections existbetween mission statements, performance indicators, and program assessmentsthat might indicate a significant alignment and indicate the effectivenessof honors programs?
The overall purpose of this consultancy was to support the activities under the Environmental Monitoring and Assessment Programme of the UN Economic Commission for Europe (UNECE) in developing the 7th pan-European environmental assessment, an indicator based and thematic assessment, implemented jointly with the United Nations Environment Programme (UNEP) and in support of the 2030 Agenda for Sustainable Development. The series of environmental assessments of the pan-European region provide up to-date and policy-relevant information on the interactions between the environment and society. This consultancy was to:> Draft the input on drivers and developments to chapter 1.2 of the assessment related to the environmental theme “4.2 Applying principles of circular economy to sustainable tourism”.> Suggest to UNECE and UNEP the most policy relevant indicators from UNECE-environmental, SDG indicators and from other indicator frameworks such as EEA or OECD for the environmental theme for the sub-chapter 4.2.> Assess the current state, trends and recent developments and prepare the substantive part of sub-chapter 4.2 (summary - part I) and an annex (part II) with the detailed analysis and findings.
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.
The Dutch Environmental Vision and Mobility Vision 2050 promote climate-neutral urban growth around public transport stations, envisioning them as vibrant hubs for mobility, community, and economy. However, redevelopment often increases construction, a major CO₂ contributor. Dutch practice-led projects like 'Carbon Based Urbanism', 'MooiNL - Practical guide to urban node development', and 'Paris Proof Stations' explore integrating spatial and environmental requirements through design. Design Professionals seek collaborative methods and tools to better understand how can carbon knowledge and skills be effectively integrated into station area development projects, in architecture and urban design approaches. Redeveloping mobility hubs requires multi-stakeholder negotiations involving city planners, developers, and railway managers. Designers act as facilitators of the process, enabling urban and decarbonization transitions. CARB-HUB explores how co-creation methods can help spatial design processes balance mobility, attractiveness, and carbon neutrality across multiple stakeholders. The key outputs are: 1- Serious Game for Co-Creation, which introduces an assessment method for evaluating the potential of station locations, referred to as the 4P value framework. 2-Design Toolkit for Decarbonization, featuring a set of Key Performance Indicators (KPIs) to guide sustainable development. 3- Research Bid for the DUT–Driving Urban Transitions Program, focusing on the 15-minute City Transition Pathway. 4- Collaborative Network dedicated to promoting a low-carbon design approach. The 4P value framework offers a comprehensive method for assessing the redevelopment potential of station areas, focusing on four key dimensions: People, which considers user experience and accessibility; Position, which examines the station's role within the broader transport network; Place-making, which looks at how well the station integrates into its surrounding urban environment; and Planet, which addresses decarbonization and climate adaptation. CARB-HUB uses real cases of Dutch stations in transition as testbeds. By translating abstract environmental goals into tangible spatial solutions, CARB-HUB enables scenario-based planning, engaging designers, policymakers, infrastructure managers, and environmental advocates.
