The Dutch government decided to implement a road pricing system called, 'paying differently for mobility'. The main idea is that road users have to pay for using the road infrastructure instead of for owning a car. In the future, the price per kilometre will also depend on the time of the day and the location of the travel. Crowded locations and peak hours will be charged at a higher price per kilometre. In this study we examine the expected effect of the proposed road pricing scheme on logistics decisions to supply stores in urban areas based on in-depth interviews with carriers. Based on the revealed logistics reaction to current developments, such as the German LKW Maut, increasing congestion and the high fuel prices in 2008 and the stated reaction to the proposed road pricing scheme, we derive the expected impact of the scheme for urban goods transport in the Netherlands. The expected reactions differ between for-hire carries, shippers and private carriers. In the short term, carriers try to limit logistics changes by passing on extra costs or absorbing the extra costs in their margins. In the longer term, logistics changes are to be expected.
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Mainstream views of Dutch foreign policy seem to be based upon a persistent assumption that, as a small Western European country, foreign policy is characterized by fundamental stability and continuity. In some regards this stability has almost become a policy and organizational guideline; however, this emphasis on stability as an empirical reality and management standard may be the result of inadequate concepts and models of foreign policy and organizational change. The following research questions are addressed in this article. What are the main carriers and barriers in Dutch foreign policy and organizational change? How can insights from international relations studies, and policy and organization studies be combined to give a model of foreign policy and organizational change? We propose a model based on 11 carriers and barriers for change at four levels of analysis: the international system; the national system; the organizational system; and the individual system. These carriers and barriers are used to explain three types of foreign policy change: policy instruments; strategy and goals; and political and normative foundations. Organizational change concerns: (1) change of roles; (2) change of tasks; (3) change of size of tasks and roles; (4) change of division of tasks and roles; and (5) change of the portfolio of tasks and roles. We discuss Dutch foreign policy towards its former colony Surinam and end with some suggestions for further research.
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A new urban consolidation centre, called Binnenstadservice.nl ('Inner city service'), started business in April 2008 in the Dutch city of Nijmegen. The consolidation centre in Nijmegen differs from initiatives in the past, distinguishing itself from other UCC initiatives by its focus on receivers rather than on carriers. After one year already 98 stores joined Binnenstadservice.nl and this number is still growing. Due to Binnenstadservice.nl, fewer trucks enter the city centre and fewer kilometres are driven. In this paper we provide insights into the local effects of the Binnenstadservice pilot after one year, such as air quality, inconvenience for residents and noise nuisance. The effects on local air quality and noise nuisance are limited, due to the amount of passenger and bus traffic remaining. Plans exist to start Binnenstadservice.nl franchises in other Dutch cities, which could result in making Binnenstadservice.nl a more serious partner for carriers to handle the transport of last mile distribution in cities.
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The aviation industry is a changing industry in which several factors influence the performance of the airport and the network of airports that are interconnected. Business models, technical operations in airspace and in the airfield, societal conditions among others are some of the ones that must be taken into account in order to get a full understanding of the cause-effect relationships that hinder the proper management of the system. In recent times with the evolution of the computer technology and the level of maturity of the algorithms used to simulate and analyse dynamic systems, simulation has gained more importance than before. Simulation approaches emerge as the ones that are able to take into account the stochastic nature of dynamic systems besides all the different factors that impact the systems under study. This is something that traditional analytical approaches could not evaluate and therefore under the constant change of the systems they lack of the proper flexibility to provide timely solutions. However with the popularity that simulation has gained, the different steps and good practices that must be taken into account are commonly forgotten when the simulation model is developed and then the system is analysed; in the particular case of the aviation industry this situation has gained particular importance.The current paper addresses some of the common flaws and pitfalls incurred when simulation is used for analysis of aeronautical systems. Pitfalls’ classification and suggestions for avoiding them are presented. Some flaws are exemplified through cases in which the conclusion from the analysis might differ depending on the angle of the analysis performed with the implications of different economic consequences for the decision makers. The main objective of this paper is that it serves as an eye-opener for a relatively novel researcher or practitioners in the art of simulation. It will serve for avoiding these common flaws when using simulation for addressing aviation problems.
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In this work, in situ measurements of the radio frequency electromagnetic field exposure have been conducted for an indoor massive MIMO 5G base station operating at 26–28 GHz. Measurements were performed at six different positions (at distances between 9.94 and 14.32 m from the base station), of which four were in line-of-sight and two were in non-line-of-sight. A comparison was performed between the measurements conducted with an omnidirectional probe and with a horn antenna, for scenarios with and without a user equipment used to actively create an antenna traffic beam from the base station towards the measurement location. A maximum exposure of 171.9 mW/m2 was measured at a distance of 9.94 m from the base station. This is below 2% of the ICNIRP reference level. Moreover, the feasibility to measure the power per resource element of the Synchronization Signal Block - which can be used to extrapolate the maximum exposure level - with a conventional spectrum analyzer was shown by comparison with a network decoder.
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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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Amsterdam’s Schiphol capacity is limited to 500,000 air traffic movements per year and currently is reaching the limit. For that reason, Schiphol Group decided to divert the non-hub related traffic to the regional airport in Lelystad. This airport will be upgraded to handle commercial traffic, mainly low cost carriers. We used a divide and conquer approach in SIMIO modules in which we included the main elements in the system namely airspace, runway, taxiways and airport stands for analyzing the future performance and potential operative problems of the airport. An analysis of the different operative areas of the system was performed and we could identify problems due to the emergent dynamics once the different subsystems interacted between them.
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Urban freight transport is frequently censured for its unsustainable impacts. Although our current urbanized civilization requires an efficient freight transport system in order to sustain it, the common perception is that urban freight transport has negative impacts on all sustainability issues: social, economic and environmental (also known as the triple P: people, profi t and planet). Urban freight transport, or urban goods movement, is identifi ed as having the following unsustainable eff ects on: people, such as the consequences of traffi c accidents, noise nuisance, visual intrusion, smell, vibration and the consequences of (local) emissions, such as NOx and PM10, on public health; profit, such as inefficiencies (especially for carriers) due to regulations and restrictions, congestion and reduced city accessibility; the planet, such as the contribution of transport to global pollutant emissions (CO2) and the consequences for global warming.
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Be energy future proof: - So, be energy future proof, you do now no how. - Include legislation in this but do not rely on legislation as a guide line. - Base your future-proof energy system on the trends and prepare for that. - But be aware: this ain’t easy.
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