from the article: "Abstract The way in which construction logistics is organised has considerable impact on production flow, transportation efficiency, greenhouse gas emissions and congestion, particularly in urban areas such as city centres. In cities such as London and Amsterdam municipalities have issued new legislation and stricter conditions for vehicles to be able to access cities and city centres in particular. Considerate clients, public as well private, have started developing tender policies to encourage contractors to reduce the environmental impact of construction projects. This paper reports on an ongoing research project applying and assessing developments in the field of construction logistics in the Netherlands. The cases include contractors and third party logistics providers applying consolidation centres and dedicated software solutions to increase transportation efficiency. The case show various results of JIT logistics management applied to urban construction projects leading to higher transportation efficiencies, and reduced environmental impact and increased production efficiency on site. The data collections included to-site en on-site observations, measurement and interviews. The research has shown considerable reductions of vehicles to deliver goods and to transport workers to site. In addition the research has shown increased production flow and less waste such as inventory, waiting and unnecessary motion on site."
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Abstract: Last few years the hindrance, accidents, pollution and other negative side effects of construction projects and namely construction transport have become an issue particularly in urban areas across Europe such as in London, and in the Netherlands as well, including the cities of Utrecht, Rotterdam and Amsterdam. Municipalities have issued new legislation and stricter conditions for vehicles to be able to access cities and city centres in particular and accessibility of older and polluting vehicles. Considerate clients, public as well private, have started developing tender policies to encourage contractors to reduce the environmental impact of construction projects. Contractors and third party logistics providers have started applying consolidation centres. These developments have shown considerable reductions of number of vehicles needed to deliver goods and to transport workers to site. In addition these developments have led to increased transport efficiency, labour productivity and cost reductions on site as well as down the supply chain. Besides these developments have led to increased innovations in the field of logistics planning software, use of ICT , and handling hardware and equipment. This paper gives an overview of current developments and applications in the field of construction logistics in the Netherlands, and in a few project cases in particular. Those cases are underway as part of an ongoing applied research project and studied by using an ethnographic participative action research approach. The case findings and project results show initial advantages how the projects, the firms involved and the environment can profit from the advancement of logistics management leading to reduced environmental impact and increased efficiencies of construction transport.
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Background and purpose The aim of this study is to investigate changes in movement behaviors, sedentary behavior and physical activity, and to identify potential movement behavior trajectory subgroups within the first two months after discharge from the hospital to the home setting in first-time stroke patients. Methods A total of 140 participants were included. Within three weeks after discharge, participants received an accelerometer, which they wore continuously for five weeks to objectively measure movement behavior outcomes. The movement behavior outcomes of interest were the mean time spent in sedentary behavior (SB), light physical activity (LPA) and moderate to vigorous physical activity (MVPA); the mean time spent in MVPA bouts ≥ 10 minutes; and the weighted median sedentary bout. Generalized estimation equation analyses were performed to investigate overall changes in movement behavior outcomes. Latent class growth analyses were performed to identify patient subgroups of movement behavior outcome trajectories. Results In the first week, the participants spent an average, of 9.22 hours (67.03%) per day in SB, 3.87 hours (27.95%) per day in LPA and 0.70 hours (5.02%) per day in MVPA. Within the entire sample, a small but significant decrease in SB and increase in LPA were found in the first weeks in the home setting. For each movement behavior outcome variable, two or three distinctive subgroup trajectories were found. Although subgroup trajectories for each movement behavior outcome were identified, no relevant changes over time were found. Conclusion Overall, the majority of stroke survivors are highly sedentary and a substantial part is inactive in the period immediately after discharge from hospital care. Movement behavior outcomes remain fairly stable during this period, although distinctive subgroup trajectories were found for each movement behavior outcome. Future research should investigate whether movement behavior outcomes cluster in patterns.
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This article delves into the acceptance of autonomous driving within society and its implications for the automotive insurance sector. The research encompasses two different studies conducted with meticulous analysis. The first study involves over 600 participants involved with the automotive industry who have not yet had the opportunity to experience autonomous driving technology. It primarily centers on the adaptation of insurance products to align with the imminent implementation of this technology. The second study is directed at individuals who have had the opportunity to test an autonomous driving platform first-hand. Specifically, it examines users’ experiences after conducting test drives on public roads using an autonomous research platform jointly developed by MAPFRE, Universidad Carlos III de Madrid, and Universidad Politécnica de Madrid. The study conducted demonstrates that the user acceptance of autonomous driving technology significantly increases after firsthand experience with a real autonomous car. This finding underscores the importance of bringing autonomous driving technology closer to end-users in order to improve societal perception. Furthermore, the results provide valuable insights for industry stakeholders seeking to navigate the market as autonomous driving technology slowly becomes an integral part of commercial vehicles. The findings reveal that a substantial majority (96% of the surveyed individuals) believe that autonomous vehicles will still require insurance. Additionally, 90% of respondents express the opinion that policies for autonomous vehicles should be as affordable or even cheaper than those for traditional vehicles. This suggests that people may not be fully aware of the significant costs associated with the systems enabling autonomous driving when considering their insurance needs, which puts the spotlight back on the importance of bringing this technology closer to the general public.
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The transition from diesel-driven urban freight transport towards more electric urban freight transport turns out to be challenging in practice. A major concern for transport operators is how to find a reliable charging strategy for a larger electric vehicle fleet that provides flexibility based on different daily mission profiles within that fleet, while also minimizing costs. This contribution assesses the trade-off between a large battery pack and opportunity charging with regard to costs and operational constraints. Based on a case study with 39 electric freight vehicles that have been used by a parcel delivery company and a courier company in daily operations for over a year, various scenarios have been analyzed by means of a TCO analysis. Although a large battery allows for more flexibility in planning, opportunity charging can provide a feasible alternative, especially in the case of varying mission profiles. Additional personnel costs during opportunity charging can be avoided as much as possible by a well-integrated charging strategy, which can be realized by a reservation system that minimizes the risk of occupied charging stations and a dense network of charging stations.
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Dit eindrapport behandelt het onderzoek van CDM@Airports, gericht op Collaborative Decision Making in de logistieke processen van luchtvrachtafhandeling op Nederlandse luchthavens. Dit project, met een looptijd van ruim twee jaar, is gestart op 8 november 2021 en geëindigd op 31 december 2023. HET PROJECT CDM@AIRPORTS OMVAT DRIE WERKPAKKETTEN: 1. Projectmanagement, dit betreft de algehele aansturing van het project incl. stuurgroep, werkgroep en stakeholdermanagement. 2. Onderzoeksactiviteiten, bestaande uit a) cross-chain-samenwerking, b) duurzaamheid en c) adoptie van digitale oplossingen voor datagedreven logistiek. 3. Management van een living lab, een ‘quadruple-helix-setting’ die fysieke en digitale leeromgevingen integreert voor onderwijs en multidisciplinair toegepast onderzoek.
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Individual and unorganized sports with a health-related focus, such as recreational running, have grown extensively in the last decade. Consistent with this development, there has been an exponential increase in the availability and use of electronic monitoring devices such as smartphone applications (apps) and sports watches. These electronic devices could provide support and monitoring for unorganized runners, who have no access to professional trainers and coaches. The purpose of this paper is to gain insight into the characteristics of event runners who use running-related apps and sports watches. This knowledge is useful from research, design, and marketing perspectives to adequately address unorganized runners’ needs, and to support them in healthy and sustainable running through personalized technology. Data used in this study are drawn from the standardized online Eindhoven Running Survey 2014 (ERS14). In total, 2,172 participants in the Half Marathon Eindhoven 2014 completed the questionnaire (a response rate of 40.0%). Binary logistic regressions were used to analyze the impact of socio-demographic variables, running-related variables, and psychographic characteristics on the use of running-related apps and sports watches. Next, consumer profiles were identified. The results indicate that the use of monitoring devices is affected by socio-demographics as well as sports-related and psychographic variables, and this relationship depends on the type of monitoring device. Therefore, distinctive consumer profiles have been developed to provide a tool for designers and manufacturers of electronic running-related devices to better target (unorganized) runners’ needs through personalized and differentiated approaches. Apps are more likely to be used by younger, less experienced and involved runners. Hence, apps have the potential to target this group of novice, less trained, and unorganized runners. In contrast, sports watches are more likely to be used by a different group of runners, older and more experienced runners with higher involvement. Although apps and sports watches may potentially promote and stimulate sports participation, these electronic devices do require a more differentiated approach to target specific needs of runners. Considerable efforts in terms of personalization and tailoring have to be made to develop the full potential of these electronic devices as drivers for healthy and sustainable sports participation.
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De transitie van het onderwijs in de foodsector in de Rotterdamse regio
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How do we increase biodiversity in the Netherlands? By working together! What can food forests and restaurants mean for each other? This report focuses on the question: “What is the potential of collaborations between food forests and restaurants in the Netherlands?”Interviews revealed that successful partnerships are based on direct supplier relationships, internal motivation and niche products that create a unique selling point.
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Knowledge of child development influences parental expectations of, and interactions with, children. Studies have shown that maternal knowledge supports cognitive and social–emotional development of young children and can have long-lasting benefits. Level of developmental knowledge of parents and grandparents has seldom been investigated on a population level. Our aim was to compare Canadian and Dutch samples of urban parents and grandparents in terms of normative knowledge of children’s cognitive and social–emotional development. Urban parents (n = 379) and grandparents (n = 174) from the province of Alberta, Canada (N = 553) and parents (n = 634) and grandparents (n = 96) of the city of The Hague in the Netherlands (N = 730) answered questions related to knowledge of cognitive and social–emotional development of young children, including topics such as “do children have stronger bonds with parents who stay at home instead of working outside the home?” and “do children learn more from hearing someone in the same room talk than hearing someone on TV?” Overall, the Canadian respondents were more likely to answer these questions correctly. In both samples, women were more likely than men to answer correctly. No significant relationship between age or role (parent or grandparent) and knowledge was identified, but there was a positive correlation between knowledge and level of education. Little is known about international differences in caregivers’ knowledge about normative child development. This study suggests that differences exist. Understanding differences between countries in parental knowledge may provide insight into cross-cultural variability in child behavioral and developmental outcomes. https://doi.org/10.1177/2158244018777027
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