In BOP ventures the notion of “selling to the poor” has steadily been replaced by business approaches that suggest sustainable value creation. This has certain implications, in particular the development of strategies that serve triple bottom-line goals. These include economic, social and environmental benefits, in other words, the well known goals of people-planet-profit. However to optimise value-creation one ideally needs to follow a strategy that is based on some form of conceptual model that can serve as a frame of reference. This paper proposes such a conceptual model. The research was undertaken in 8 BOP projects involving multinational information and communication technology companies in Africa. ICT is relevant here because of frequently high expectations that it contributes positively to development goals. A study of the BOP literature reveals that several elements need consideration when trying to create value in developing areas. In addition it emerges that these elements are somehow interdependent. Using information found in the literature as guide a study of 8 cases was undertaken. The research approach was the case study method and the data was analysed for emerging patterns. Primary and secondary data was collected through interviews as well as a close study of archival and other sources. The analysis revealed three high level factors that may need to be aligned in order to ensure optimised value creation of BOP ventures. These three factors are BOP strategy, partnerships, and products & services development. It is also confirmed that neither BOP strategy nor partnerships nor products/service development can be synthesised independently from the rest. There is a delicate balance and interaction between the three where all three are interdependent and mutually influence each other.
The environment of the(Dutch) building industry is increasingly turbulent. There are many cges for the building industry. Innovative tendering, better marketing, openness and transparency are examples of this. A strong reduction in failure costs (estimated at between 10 and 25% of the total costs) and an increase in quality are also necessary. Lastly, the declining inflow of young people has to be mentioned. The image of the building industry is not particularly good and students prefer to choose other industries. The building industry therefore has to change and, so far, everyone agrees. Evidently both the building industry and its environment are very keen to change; the sincere will is there, and money and energy are available, but it seems that efforts are not proceeding in a very planned or coordinated manner at present. And this is causing fragmentation and, therefore, sub optimisation. How does sectoral change proceed and how is this process to be managed? That is the central question in this paper.
from the article: ABSTRACT Independence of design, information and complexity are the basic concepts of Axiomatic Design. These basic concepts have proven to be generic; axiomatic design was successfully applied in many markets and on a broad range of products and services. Information, or entropy, plays a central role in Axiomatic Design. In this paper an attempt is made to organise the different kinds of information, understand them, and evaluate the consequences of the ways they can be applied. A number of six kinds of information are reduced to two most determining kinds of information for the design. Unorganised information is about choosing the right and independent design relations. Axiomatic information is about further optimisation of these design relations. This paper leads to the confirmation that axiom 1 & 2 are in fact corollaries of the complexity axiom that is constituted of the two kinds of information. Though this revises the foundation of Axiomatic Design, the operation and practical application are not much affected for a number of reasons. One of them is that a higher axiom does not alter the basic ideas behind Axiomatic Design; it remains axiomatic.
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Logistics represents around 10-11% of global CO2 emissions, around 75% of which come from road freight transport. ‘The European Green Deal’ is calling for drastic CO2 reduction in this sector. This requires advanced and very expensive technological innovations; i.e. re-design of vehicle units, hybridization of powertrains and automatic vehicle technology. Another promising way to reach these environmental ambitions, without excessive technological investments, is the deployment of SUPER ECO COMBI’s (SEC). SEC is the umbrella name for multiple permutations of 32 meter, 70 tons, road-train combinations that can carry the payload-equivalent of 2 normal tractor-semitrailer combinations and even 3 rigid trucks. To fully deploy a SEC into the transport system the compliance with the existing infrastructure network and safety needs to be guaranteed; i.e. to deploy a specific SEC we should be able to determine which SEC-permutation is most optimal on specific routes with respect to regulations (a.o. damage to the pavement/bridges), the dimensions of specific infrastructures (roundabouts, slopes) and safety. The complexity of a SEC compared to a regular truck (double articulation, length) means that traditional optimisation methods are not applicable. The aim of this project is therefore to develop a first methodology enabling the deployment of the optimal SEC permutation. This will help transport companies (KIEM: Ewals) and trailer manufactures (KIEM: Emons) to invest in the most suitable designs for future SEC use. Additionally the methodology will help governments to be able to admit specific SEC’s to specific routes. The knowledge gained in this project will be combined with the knowledge of the broader project ENVELOPE (NWA-IDG). This will be the start of broader research into an overall methodology of deploying optimal vehicle combinations and a new regulatory framework. The knowledge will be used in master courses on vehicle dynamics.
In the past decade additive manufacturing has gained an incredible traction in the construction industry. The field of 3D concrete printing (3DCP) has advanced significantly, leading to commercially viable housing projects. The use of concrete represents a challenge because of its environmental impact and CO2 footprint. Due to its material properties, structural capacity and ability to take on complex geometries with relative ease, concrete is and will remain for the foreseeable future a key construction material. The framework required for casting concrete, in particular non-orthogonal geometries, is in itself wasteful, not reusable, contributing to its negative environmental impact. Non-standard, complex geometries generally require the use of moulds and subsystems to be produced, leading to wasteful, material-intense manufacturing processes, with high carbon footprints. This research proposal bypasses the use of wasteful scaffolding and moulds, by exploring 3D printing with concrete on reusable substructures made of sand, clay or aggregate. Optimised material depositing strategies for 3DCP will be explored, by making use of algorithmic structural optimisation. This way, material is deposited only where structurally needed, allowing for further reduction of raw-material use. This collaboration between Neutelings Riedijk Architects, Vertico and the Architectural Design and Engineering Chair of the TU Eindhoven, investigates full-scale additive manufacturing of spatially complex 3D-concrete printed components using multi-material support systems (clay, sand and aggregates). These materials can be easily shaped multiple times into substrates with complex geometries, without generating material waste. The 3D concrete printed full-scale prototypes can be used as lightweight façade elements, screens or spatial dividers. To generate waterproof components, the cavities of the extruded lattices can be filled up with lightweight clay or cement. This process allows for the exploration of new aesthetic, creative and circular possibilities, complex geometries and new material expressions in architecture and construction, while reducing raw-material use and waste.
Despite increasing efforts regarding knowledge valorisation, a significant gap between knowledge development and policy practice remains. Urban Intelligence bridges this gap by bringing cutting edge knowledge to the table, developing new policy concepts and by promoting smart data use.The professorship of Urban Intelligence takes a multimodal and integrated approach by connecting knowledge of transport engineering, urban planning and urban design. Research output encompasses data-driven projects, such as ‘Multimodal Brabant’ and ‘Measurement Weeks Breda‘, which translate big data into knowledge for policy development.Furthermore, data analysis tool and data dashboards for cycling, such as ‘CyclePRINT’ have been developed. To enhance the integration of built environment and transportation, we developed the Bicycle-Oriented Development (BOD) concept. This is currently being integrated into an overarching development philosophy, ‘Multimodal Urban Development’, which integrates the optimisation of multimodal networks, location choices for new urban developments and the provision of shared mobility via mobility hubs.
