There are substantial differences between models of the economic impacts of tourism. Not only do the nature and precision of results vary, but data demands, complexity and underlying assumptions also differ. Often, it is not clear whether the models chosen are appropriate for the specific situation to which they are applied. The goal of this article is to provide an overview and evaluation of criteria for the selection of economic impact models. A literature review produced 52 potential criteria, subdivided into 10 groups. Based on an analysis of experts' opinions, the perceived importance of each criterion was determined and a set of essential criteria created. To illustrate the usage of these essential criteria, five models (export base, Keynesian, ad hoc, input-output and computable general equilibrium) were evaluated and compared based on their performance on these criteria. This paper builds on the existing literature by showing that it is possible to make a more informed choice among economic impact models of tourism.
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While sustainability of transport projects is of increasing importance, the concept of sustainability can be understood in many different ways by the stakeholders that are involved in or affected by mobility projects. In this paper, we compare the outcomes of the assessment of sustainability of projects through a multi-criteria analysis (MCA) and the appraisal of stakeholder preferences through the multi-actor multi-criteria analysis (MAMCA). Evaluating projects with both tools and comparing the outcomes can provide insight into the stakeholder support of sustainable solutions and the sustainability of alternatives preferred by stakeholders. The sustainability of projects is assessed through 16 criteria grouped under the three pillars of sustainability. They were selected by in-depth review of 16 case studies of mobility projects, 18 transport evaluation schemes and the ranking of potential criteria by 214 stakeholders in North-West Europe. These criteria were weighted by 93 representatives of decision makers in the mobility domain. Stakeholder preferences were appraised through the criteria identified for each stakeholder group. We illustrate the framework by evaluating alternative solutions to improve cycling connections between the towns of Tilburg and Waalwijk in the Netherlands. The results of the comparison show that stakeholder preferences are biased towards one or two of the sustainability pillars (economy, environment, society) in three ways: through the selection of the criteria by the stakeholders, the weights of each criterion by each stakeholder group and differences in the final ranking of alternatives between the stakeholder groups and the MCA.
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Background: Chronic constipation is common in people with intellectual disabilities, and seems to be highly prevalent in people with severe or profound intellectual and multiple disabilities (SPIMD). However, there is no current widely accepted definition for the constipation experienced by these individuals. Aim: This Delphi study aims to compile a list of operationalized criteria and symptoms of constipation in people with SPIMD based on practical experiences of and consensus between experts supporting them. Methods: A two-round Delphi study with an intermediate evaluation and analyses was conducted. Parents and relatives of persons with SPIMD and support professionals were included. The panel answered statements and open questions about symptoms and criteria of constipation. They were also requested to provide their opinion about classifying criteria and symptoms into domains. Answers to statements were analysed separately after both rounds with regard to consensus rate and displayed qualitatively; answers to open questions were analysed deductively. Results: In the first Delphi round (n = 47), consensus was achieved on criteria within the domains 'Defecation’ and 'Physical features', that were assigned to broader categories. Symptoms retrieved within the domain ‘Behavioural/Emotional’ were brought back to the panel as statements. After the second Delphi round (n = 38), consensus was reached on questions about domains, and for eight criteria (domain ‘Defecation’ n = 5; domain ‘Physical features n = 3). Within the domain ‘Behavioural/Emotional’, consensus was achieved for five symptoms. Criteria and symptoms with consensus >70% were considered ‘generic’ and
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De Koninklijke Landmacht staat voor grote uitdagingen bij het opleiden en trainen van militairen. Door beperkte trainingscapaciteit, snelle technologische ontwikkelingen en continue inzet van eenheden is het moeilijk om personeel adequaat op te leiden. XR-technologie (Extended Reality) biedt veelbelovende mogelijkheden om trainingen effectiever te maken en naar de militairen te brengen in plaats van omgekeerd. Dit onderzoeksproject richt zich op de vraag aan welke eisen een mobiel XR-trainingssysteem moet voldoen om optimaal aan te sluiten bij het gebruik te velde. De focus ligt op het inventariseren van gebruikersbehoeften van verschillende doelgroepen (rekruten, ervaren militairen, trainers), de specifieke eisen die de militaire context stelt, en factoren die bijdragen aan effectievere trainingen. Het consortium bestaat uit defensiepartners (CLAS Innovatie, Opleidings- en Trainingscommando, Marechaussee en Luchtmacht) en onderwijsinstellingen (HAN en Graafschap College). Het onderzoek volgt de CeHRES Roadmap met vier fasen: 1. Contextual Inquiry: in kaart brengen van behoeften en uitdagingen 2. Value Specification: ontwikkelen van gebruikersscenario's en ontwerpcriteria 3. Design & Development: testen van een prototype XR-oplossing 4. Implementation & Evaluation: praktijktesten en evaluatie De resultaten zullen leiden tot richtlijnen voor mens-machine interactie van XR-systemen in het veld, aanbevelingen over de effectiviteit van deze technologie, en concrete suggesties voor verdere ontwikkeling. Dit project versterkt niet alleen de trainingscapaciteit van defensie, maar draagt ook bij aan de Nederlandse ambitie om de defensieorganisatie uit te breiden en de creatieve industrie te stimuleren. Bovendien bevordert het de netwerkvorming tussen defensie en kennisinstellingen op het gebied van mens-machine interactie en leren onder stress.
Smart city technologies, including artificial intelligence and computer vision, promise to bring a higher quality of life and more efficiently managed cities. However, developers, designers, and professionals working in urban management have started to realize that implementing these technologies poses numerous ethical challenges. Policy papers now call for human and public values in tech development, ethics guidelines for trustworthy A.I., and cities for digital rights. In a democratic society, these technologies should be understandable for citizens (transparency) and open for scrutiny and critique (accountability). When implementing such public values in smart city technologies, professionals face numerous knowledge gaps. Public administrators find it difficult to translate abstract values like transparency into concrete specifications to design new services. In the private sector, developers and designers still lack a ‘design vocabulary’ and exemplary projects that can inspire them to respond to transparency and accountability demands. Finally, both the public and private sectors see a need to include the public in the development of smart city technologies but haven’t found the right methods. This proposal aims to help these professionals to develop an integrated, value-based and multi-stakeholder design approach for the ethical implementation of smart city technologies. It does so by setting up a research-through-design trajectory to develop a prototype for an ethical ‘scan car’, as a concrete and urgent example for the deployment of computer vision and algorithmic governance in public space. Three (practical) knowledge gaps will be addressed. With civil servants at municipalities, we will create methods enabling them to translate public values such as transparency into concrete specifications and evaluation criteria. With designers, we will explore methods and patterns to answer these value-based requirements. Finally, we will further develop methods to engage civil society in this processes.
The research results, the identified success factors for the Innovation Lab HIBO, will make it clear what is needed for the Innovation Lab HIBO in order to succeed: (a) with regard to design and further development of the Innovation Lab HIBO, as well as (b) with regard to conditions that need to be created and prerequisites that need to be followed for the successful functioning of the Innovation Lab HIBO. From September 2020 the follow up research is planned into operationalization of success factors, definition of performance criteria, performance evaluation, development of suggestions for improvement of performance, and development of a blueprint. In fulfilment of interinstitutional agreements on educational quality, specifically, the Agreement on Quality 2.6 [Kwaliteitsafspraak 2.6: “het faciliteren van docenten om te onderzoeken wat de succesfactoren zijn van leergemeenschappen en hun onderwijspraktijk, inclusief het leren van docent-onderzoekers”], the sub-theme No.7 “Valorisatie van de effecten van IWP’s. Succesfactoren IWP's”, the research on success factors for the Innovation Lab Hanze International Business Office (HIBO) will be carried on in the period from February 1, 2020, till August 30, 2020.
