Can you remember the last time the ground gave way beneath you? When you thought the ground was stable, but for some reason it wasn’t? Perhaps you encountered a pothole on the streets of Amsterdam, or you were renovating your house and broke through the floor. Perhaps there was a molehill in a park or garden. You probably had to hold on to something to steady yourself. Perhaps you even slipped or fell. While I sincerely hope that nobody here was hurt in the process, I would like you to keep that feeling in your mind when reading what follows. It is the central theme of the words that will follow. The ground beneath our feet today is not as stable as the streets of Amsterdam, your park around the corner or even a poorly renovated upstairs bedroom. This is because whatever devices we use and whatever pathways we choose, we all live in hybrid physical and digital social spaces (Kitchin and Dodge 2011). Digital social spaces can be social media platforms like Twitter or Facebook, but also chat apps like WhatsApp or Signal. Crucially, social spaces are increasingly hybrid, in which conversations take place across digital spaces (WhatsApp chat group) and physical spaces (meeting friends in a cafe) simultaneously. The ground beneath our feet is not made of concrete or stone or wood but of bits and bytes.
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''On February 6th, 2023, two severe earthquakes struck southeastern Türkiye near the Syrian border. The first earthquake, Mw7.8, occurred at 04:17 local time in the East Anatolian Fault Zone near the city of Gaziantep. The second earthquake, Mw7.5, occurred approximately 9 h later at 13:24 local time near Elbistan County, in Kahramanmaraş province. These seismic events ruptured multiple segments of the East Anatolian Fault Zone (EAFZ), with rupture lengths exceeding 300 km, and deformation exceeding 5 m on both sides of the faults. In this study, we aim to analyze characteristics of the strong ground motion induced by the mainshocks, focusing on ground motion intensity measures such as the peak ground acceleration (PGA), the peak ground velocity (PGV), and the pseudo-acceleration response spectra (PSA). The first earthquake produced extremely high PGA values in both horizontal (> 2 g) and vertical (> 1 g) components. At near field distances, large PGVs are measured (> 180 cm/s) with more than 30 impulsive motions which may indicate source-related effects. Large spectral demands are also recorded for both earthquakes, partially underestimated by Ground Motion Models (GMMs), especially in the near-field. Specifically, we compare the PSA for horizontal directions with the design spectra provided by both the new and previous Turkish building codes. We also present building and ground damage observations that provide insights into the observed ground motions in the heavily damaged areas.''
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Facility management has recently met several inflection points that call for new working methods; therefore, IFMA must foster and facilitate discussions to help set a new course for the industry. FM should build upon a history of innovation and use the field's complexity and multidisciplinarity to its advantage. By understanding current and emergent end-user needs and societal requirements, FM practitioners can identify new opportunities for future development. By understanding how building layers interact across disparate time scales, facility managers can enact systemic change for the benefit of end users, organizations and communities. Facility managers have an opportunity to be at the forefront of transformative change and lead the industry to higher ground.
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Airline ground operations are subject to the conflicting demands of short turn-around times and safety requirements. They involve multiple parties, but are less regulated than airborne processes. Not surprisingly, more than a quarter of all aircraft incidents occur on the ground. These incidents lead to aircraft damage and associated costs, risk of injuries, and can potentially impact in-flight safety. KLM Ground Services has targeted platform safety performance as an area for improvement. However, existing safety awareness programs have had limited effect. A direct link between safety culture surveys and safety performance has not been established, and therefore these are insufficient to give adequate feedback on interventions. Newly developed by the Texas University are the Line Operations Safety Assessments (LOSA), first targeted at cockpit operations. Variants are available since October 2010 for the platform and maintenance environments. The research group for Aviation Engineering at the Amsterdam University of Applied Sciences has used the original platform LOSA material and tailored these to the specific circumstances at KLM. Results to date show that with these modifications, platform LOSA is a useful tool to quantify safety performance and to generate trend data. The effect of safety interventions can now be monitored. Referentie de Boer, R.J., Koncak, B., Habekotté, R., & van Hilten, G.J. (2011), Introduction of ramp-LOSA at KLM Ground Services , Human Factors and Ergonomics Society Annual Meeting, Leeds, United Kingdom
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Deze agenda is een strategisch kader voor human capitalontwikkelingen in de creatieve industrie in de Metropoolregio Amsterdam voor de komende vier jaar (2012-2016). De agenda bestrijkt de gehele breedte van de creatieve industrie en richt zich op een interdisciplinaire aanpak en op het stimuleren van een onderzoekende en ondernemende cultuur in het onderwijs. Leidende thema’s zijn: • onderwijs over ondernemerschap;; • vraag en aanbod op elkaar afstemmen;; • alumni & permanente educatie;; • internationalisering. De Creatieve Industrie is de belangrijkste top sector voor de Metropoolregio Amsterdam (CBS monitor topsectoren 2012). Voor de beschrijving van de Creatieve Industrie in de Metropoolregio is een benadering vanuit drie clusters aangehouden: Kunsten & Cultureel Erfgoed, Media & Entertainment, Creatieve Zakelijke Diensten (reclame, mode vormgeving, architectuur). Het Kernteam Creatieve Industrie MRA wil een belangrijke bijdrage leveren aan de Europese en landelijke ambitie om Nederland in 2020 de meest creatieve economie van Europa te laten zijn. Dit vraagt om continue innovatie, slimme en creatieve oplossingen. Daarvoor is slim, creatief, jong (top)talent onmisbaar. Bij deze ambitie hoort een naadloze verbinding en samenwerking tussen bedrijfsleven en kennis- en onderwijsinstellingen. Het concurrerende klimaat, dynamiek en tempo in de sector vragen om snelle toepassing van nieuwe kennis en technologie en om een voortdurende instroom van nieuw (internationaal) creatief (top)talent en permanente bijscholing. Naast een economische waarde heeft de creatieve sector ook een maatschappelijk toegevoegde waarde. Met name de subsector Kunsten & Cultureel Erfgoed bevordert, met een vaak cross-sectorele aanpak, participatie en cohesie van diverse groepen in de samenleving. De toegevoegde waarde van de creatieve industrie wordt door andere sectoren nog onvoldoende op waarde geschat en benut. Voor professionals en aankomend talent is het cruciaal dat zij de juiste kennis en vaardigheden ontwikkelen om de meerwaarde en identiteit van de creatieve industrie over het voetlicht te brengen. De ondertekenaars van deze HCA hebben de intentie de ingezette samenwerking nog concreter vorm te geven. Het Centre of Expertise, Centrum voor Innovatief Vakmanschap en de Amsterdam Campus zijn hierbij dé vehikels om concrete afspraken en projecten tussen de drie partijen uit de gouden driehoek te realiseren. Prioriteit hierbij is de vraagarticulatie vanuit het bedrijfsleven verder aan te scherpen, afspraken hierover tussen partijen zijn reeds gemaakt. AIM wordt gevraagd twee per jaar een bijeenkomst te organiseren om concrete acties met elkaar te benoemen. Deze HCA, met bijbehorende ambitie en invulling, zal dan ook jaarlijks door het Kernteam geëvalueerd en zo nodig bijgesteld worden. Hierbij blijft afstemming met de MRA –agenda’s: HCA ICT en HCA Toerisme en Congressen gewenst.
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Many coastal communities worldwide are facing challenges caused by increasing sea levels. However, urban development, population growth and industrialisation in low-lying delta regions persist. This includes the Netherlands and British Columbia, Canada. Both regions explore new and innovative flood risk and adaptation strategies by initiating nature-based solutions (NBS) pilot projects and integrating research and community initiatives. The aim of this paper is to learn from the experiences with these NBS pilots and support practitioners with insights and knowledge about the prospectives and implementation process of NBS. Our study takes a bird's eye view by diving into four NBS case study projects that try to enhance flood defence and quality of life while considering ecosystems and community values simultaneously. To better understand current initiatives on NBS, we first describe the historical trajectories of flood risk management and climate adaptation policy in both countries. Then we analyse two urban and two suburban case studies to identify and compare enablers and barriers that surround the implementation of NBS. We use the Pilot Paradox as a framework to reflect on the enablers and barriers, and to formulate recommendations for barriers that are common ground. We found that upscaling of the pilots forms an important challenge in both countries. We also found that Canada is interested in exchanging technical knowledge, experiences, and insights with other countries through the involvement of international researchers, consultants, and students in projects. Such collaboration between countries, communities, practitioners, and academics could accelerate the development of innovative climate adaptation strategies worldwide.
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PowerPoint presentation used at the Carbon Connects and CANAPE Final Conference on October 14, 2021 at Van Hall Larenstein University of Applied Sciences in Leeuwarden, the Netherlands.
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Throughout the last three decades, mathematics educators have expressed high expectations of the benefits of using digital technology in mathematics education. In retrospect, however, we admit that this integration has not always been as successful and as smooth as we hoped for. What were the main phases in this period of drastic changes with respect to tool development and availability, theoretical foci and frameworks, and classroom implementation? To answer this question, I will attempt to summarize relevant publications in the field over the past decades, with a bias towards publications by the main person in this book. I will try to identify main trends, and to synthesize what we have learnt so far, both from an academic “head-in-the-clouds” perspective and from a “feet-on-the-ground” classroom teaching perspective. As an overall conclusion, the claim is that a successful integration of digital tools in mathematics education is a still promising, but subtle matter. Tool use in mathematics education is still waiting for its full exploitation, which will require close collaboration between teachers and researchers.
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In higher education, design thinking is often taught as a process. Yet design cognition resides in action and design practices. Dewey’s pragmatism offers a solid epistemology for design thinking. This paper describes a design research whereby Dewey’s inquiry served as the foundation for educating students. Three extensive educational case studies are presented whereby a design inquiry was introduced and became part of the curricula. It was found that students and coaches struggled with doubts experienced as a result of the co-evolution of problem and solution, means and ends. Four coping mechanisms were observed: (1) focus on problems, risking analysis paralysis; (2) focus on creative problem-solving, risking unsubstantiated design; (3) focus on means, risking fixation; and (4) focus on future ends, risking hanging on to a dream. By establishing a joint practice and a community of learnersthrough show-andshare sessions, the students establish solid ground.
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Mexico City airport is located close to the center ofthe city and is Mexico’s busiest airport which is consideredcongested. One of the consequences of airport congestion areflight delays which in turn decrease costumer’s satisfaction. Airtraffic control has been using a ground delay program as a toolfor alleviating the congestion problems, particularly in the mostcongested slots of the airport. This paper uses a model-basedapproach for analyzing the effectiveness of the ground delayprogram and rules. The results show that however the rulesapplied seem efficient, there is still room for improvement inorder to make the traffic management more efficient.
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