In many regions, governments are motivating increased bicycle ridership by designing new and improving existing bicycle infrastructure. Cycle highways are an effective and cost-efficient type of bicycle-specific infrastructure that are designed to provide a functional connection between places where people work, go to school and live. One important element of developing high quality cycle highways is the development of an effective wayfinding system which allows current, potential, and new users to clearly identify and navigate a bicycle network. The wayfinding design standards used for conventional bicycle infrastructure may not be compatible for cycle highways, which encourage cyclists to travel at relatively higher speeds. This may warrant introducing specific wayfinding signage compatible for this new type of bicycle infrastructure. This study uses qualitative analysis including field observations, ride-along videos, and semi-structured interviews, to assess electrically assisted pedal bicycle (e-bike) users' opinions and experiences with wayfinding signage along a pilot cycle highway route located between Tilburg and Waalwijk in the Netherlands. In the summer of 2018, base-line observations and interviews were administered with twelve e-bike users who were unfamiliar with the route to assess their experiences with conventional signage for cyclists before changes were made to the wayfinding system. Follow-up observations were held in the fall, after the installation of two new pilot wayfinding systems that were specifically designed to accommodate cycle highway users. Initial findings suggest that the changes made to the location, size and clarity of the signage improve cyclists' overall experiences, and that cyclists' perceptions of the built environment are important. Specifically, it became easier for users to navigate the route, their overall travel related stress decreased, and several participants perceived shorter travel times. Policy makers and transportation planners are likely to be interested in the results of this study as they reveal how specific improvements to wayfinding along cycle highways not only help improve navigation, but also positively influence cyclists' overall comfort and stress.
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From the author: " This short paper argues for the need for discussion on the role social media could have in the research life cycle, particularly for Information Systems (IS) scholars. ICTs are pervasive, and their societal impact is profound. Various disciplines including those of social sciences are present in the online discourse and join the public debate on societal implications of ICTs and scholar are familiar with web tools for publishing. Information Systems scholars could not only further explore the possibilities for joining that online discourse, but also could explore the potential social media may have for activities related to the research life cycle. In this paper we do not focus solely on social media as a data collection source but regard their merits as a channel for scholarly communication throughout the whole research life cycle, from the start of getting inspired to conduct a research, finding collaboration partners or funding, through suggestions for literature, to the stage of research dissemination and creating impact beyond the own scientific community. This paper contributes an original approach to research communication by combining the research life cycle with practical insights of how social media can be applied throughout each phase of that lifecycle. We conclude with some questions debating the stance that (future) IS scholars are prepared to become the digital scholar that can manoeuvre well on social media for scholarly communication."
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THE PDCA-CYCLE MIGHT NOT BE APPLICABLE in situations where change is unplanned or emergent. In situations of planned change the Deming cycle is used worldwide and proven to be very effective. However in an emergent change process the PDCA might not be the applicable. These emergent changes increase. In those cases, like Lao Tzu said: ‘A good traveller has no fixed plans, and is not intent on arriving’. Studying cultures that have another view on planning might help to find a new approach that fits in times of emergent change. Experiences in Africa lead to a new model for change called ACCRA (c). It also has reflection-in-action as its core. But it requires attention to people, considering the context and showing commitment as well along the whole process. This article describes the design and first experiences with a new approach for improvement in emergent change processes.
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Background: The purpose of this study is to increase our understanding of environmental correlates that are associated with route choice during active transportation to school (ATS) by comparing characteristics of actual walking and cycling routes between home and school with the shortest possible route to school. Methods: Children (n = 184; 86 boys, 98 girls; age range: 8–12 years) from seven schools in suburban municipalities in the Netherlands participated in the study. Actual walking and cycling routes to school were measured with a GPS-device that children wore during an entire school week. Measurements were conducted in the period April–June 2014. Route characteristics for both actual and shortest routes between home and school were determined for a buffer of 25 m from the routes and divided into four categories: Land use (residential, commercial, recreational, traffic areas), Aesthetics (presence of greenery/natural water ways along route), Traffic (safety measures such as traffic lights, zebra crossings, speed bumps) and Type of street (pedestrian, cycling, residential streets, arterial roads). Comparison of characteristics of shortest and actual routes was performed with conditional logistic regression models. Results: Median distance of the actual walking routes was 390.1 m, whereas median distance of actual cycling routes was 673.9 m. Actual walking and cycling routes were not significantly longer than the shortest possible routes. Children mainly traveled through residential areas on their way to school (>80 % of the route). Traffic lights were found to be positively associated with route choice during ATS. Zebra crossings were less often present along the actual routes (walking: OR = 0.17, 95 % CI = 0.05–0.58; cycling: OR = 0.31, 95 % CI = 0.14–0.67), and streets with a high occurrence of accidents were less often used during cycling to school (OR = 0.57, 95 % CI = 0.43–0.76). Moreover, percentage of visible surface water along the actual route was higher compared to the shortest routes (walking: OR = 1.04, 95 % CI = 1.01–1.07; cycling: OR = 1.03, 95 % CI = 1.01–1.05). Discussion: This study showed a novel approach to examine built environmental exposure during active transport to school. Most of the results of the study suggest that children avoid to walk or cycle along busy roads on their way to school. https://doi.org/10.1186/s12966-016-0373-y
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Almere is a green city where the greenery extends into the centre through a framework of nature, forests, parks and canals. With this green environment, Almere fulfils an important condition for a liveable city, where it is pleasant to live and work. An important goal for the municipality is to challenge its residents to develop a healthy lifestyle by using that green framework.But what really motivates Almeerders to go outside to exercise, enjoy the surroundings and meet each other? Are there sufficient green meeting or sports facilities nearby? Could the routes that connect the living and working environment with the larger parks or forests be better designed? And can those routes simultaneously contribute to climate adaptation?With the Green Escape Challenge, we invited students and young professionals to work on these assignments together.
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The increasing rate of urbanization along with its socio-environmental impact are major global challenges. Therefore, there is a need to assess the boundaries to growth for the future development of cities by the inclusion of the assessment of the environmental carrying capacity (ECC) into spatial management. The purpose is to assess the resource dependence of a given entity. ECC is usually assessed based on indicators such as the ecological footprint (EF) and biocapacity (BC). EF is a measure of the biologically productive areas demanded by human consumption and waste production. Such areas include the space needed for regenerating food and fibers as well as sequestering the generated pollution, particularly CO2 from the combustion of fossil fuels. BC reflects the biological regeneration potential of a given area to regenerate resources as well to absorb waste. The city level EF assessment has been applied to urban zones across the world, however, there is a noticeable lack of urban EF assessments in Central Eastern Europe. Therefore, the current research is a first estimate of the EF and BC for the city of Wrocław, Poland. This study estimates the Ecological Footprint of Food (EFF) through both a top-down assessment and a hybrid top-down/bottom-up assessment. Thus, this research verifies also if results from hybrid method could be comparable with top-down approach. The bottom-up component of the hybrid analysis calculated the carbon footprint of food using the life cycle assessment (LCA) method. The top-down result ofWrocław’s EFF were 1% greater than the hybrid EFF result, 0.974 and 0.963 gha per person respectively. The result indicated that the EFF exceeded the BC of the city of Wrocław 10-fold. Such assessment support efforts to increase resource efficiency and decrease the risk associated with resources—including food security. Therefore, there is a need to verify if a city is able to satisfy the resource needs of its inhabitants while maintaining the natural capital on which they depend intact. Original article at: https://doi.org/10.3390/resources7030052 © 2018 by the authors. Licensee MDPI.
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In deze rapportage worden de bevindingen gepresenteerd van een studie naar de huidige en toekomstige focus van de toeristisch-recreatieve beleidskaders en samenwerkingsmogelijkheden van Emsland-Drenthe.
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New consumer awareness is shifting industry towards more sustainable practices, creating a virtuous cycle between producers and consumers enabled by eco-labelling. Eco-labelling informs consumers of specific characteristics of products and has been used to market greener products. Eco-labelling in the food industry has yet been mostly focused on promoting organic farming, limiting the scope to the agricultural stage of the supply chain, while carbon labelling informs on the carbon footprint throughout the life cycle of the product. These labelling strategies help value products in the eyes of the consumer. Because of this, decision makers are motivated to adopt more sustainable models. In the food industry, this has led to important environmental impact improvements at the agricultural stage, while most other stages in the Food Supply Chain (FSC) have continued to be designed inefficiently. The objective of this work is to define a framework showing how carbon labelling can be integrated into the design process of the FSC. For this purpose, the concept of Green Supply Chain Network Design (GSCND) focusing on the strategic decision making for location and allocation of resources and production capacity is developed considering operational, financial and environmental (CO2 emissions) issues along key stages in the product life cycle. A multi-objective optimization strategy implemented by use of a genetic algorithm is applied to a case study on orange juice production. The results show that the consideration of CO2 emission minimization as an objective function during the GSCND process together with techno-economic criteria produces improved FSC environmental performance compared to both organic and conventional orange juice production. Typical results thus highlight the importance that carbon emissions optimization and labelling may have to improve FSC beyond organic labelling. Finally, CO2 emission-oriented labelling could be an important tool to improve the effects eco-labelling has on food product environmental impact going forward.
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Waste from raw materials has a direct influence on the final price of a product. However, since waste has no added value to products, customers are unwilling to pay for it. Reducing waste along the production process and supply chain allows companies to decrease costs and remain competitive in product prices. This research is conducted in a medical device manufacturing company located in Tijuana (Mexico). The company found a negative variation in part number 9540, a metallic foil used for hot stamping. During inventory cycle counts, the company found that they were purchasing rawer material than necessary due to a 50% of waste generated along the production process. We implemented two process improvement methodologies, namely Practical Process Improvement (PPI) and the Plan-Do-Check-Act model, to eliminate 100% of the raw material waste, specifically regarding the foil's waste. The improvement project comprised two phases: a) adjusting the parameters of the hot foil stamping machine and b) replacing the hot foil stamping machine with a pad printing machine. In our research, the PPI methodology is presented in 8 detailed stages as a simple problem-solving method, in contrast with five stages reported in other documented cases. This case study presents how a company can apply continuous improvement programs and its managerial implications, even without having a structured and defined systems for quality, such as Six Sigma or Lean Manufacturing implemented. After the two implementation phases, the improvement project led to economic savings of $\$ $ 165,000 in a year.
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