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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The world of electric mobility and charging infrastructure has accelerated in recent years: from a start-up to a mature market. During the last decade, researchers at Amsterdam University of Applied Sciences have contributed to making the rollout and use of charging infrastructure smarter. By analysing data, simulating future scenarios, testing in practice and developing the necessary hardware, a step towards a mature market has been taken.In this book, we give you insight into this research, focusing on the last five years in which the Future Charging research project took place. We wish you a lot of reading pleasure and inspiration in order to jointly take the next step towards a zero-impact world through mobility.
People tend to use the same door every time they enter and exit a building. When certainentrances are widely preferred over others, congestion can occur. This paper describes twointerventions to persuade visitors to use another entrance. The first intervention used sensory deprivation (darkness), and the second used guidance paths. The first intervention on sensory deprivation had the expected outcome. This intervention resulted in an avoidance of the darkened door. The second intervention had a result contrary to the expectations; it resulted in an increased preference for the door without guidance paths.
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The maximum capacity of the road infrastructure is being reached due to the number of vehicles that are being introduced on Dutch roads each day. One of the plausible solutions to tackle congestion could be efficient and effective use of road infrastructure using modern technologies such as cooperative mobility. Cooperative mobility relies majorly on big data that is generated potentially by millions of vehicles that are travelling on the road. But how can this data be generated? Modern vehicles already contain a host of sensors that are required for its operation. This data is typically circulated within an automobile via the CAN bus and can in-principle be shared with the outside world considering the privacy aspects of data sharing. The main problem is, however, the difficulty in interpreting this data. This is mainly because the configuration of this data varies between manufacturers and vehicle models and have not been standardized by the manufacturers. Signals from the CAN bus could be manually reverse engineered, but this process is extremely labour-intensive and time-consuming. In this project we investigate if an intelligent tool or specific test procedures could be developed to extract CAN messages and their composition efficiently irrespective of vehicle brand and type. This would lay the foundations that are required to generate big data-sets from in-vehicle data efficiently.
Designing with the Sun is a KIEM-GoCI explorative research project on the theme Energy Transition and Sustainability. The project is aimed at network and agenda building and design research that explores new (cultural) practices of renewable energy consumption, based on a shift from ‘energy blindness’ to ‘energy awareness’. Up until now the solar industry has been propelled forward by technical innovations, offering mostly pragmatic, economic benefits to consumers. Innovation in this field mostly concerns making solar panels more efficient and less costly. However, to succeed, the energy transition also needs new cultural practices. These practices should reflect the ways renewables are different from fossil fuels. For solar, this means using more direct solar energy, when the sun is there, and being able to adapt to periods of low energy. Currently, consumers are mostly ‘blind’ to the infrastructure behind fossil-based energy. However, for energy sources such as solar and wind ‘awareness’ of their availability becomes more important. What could such an awareness look or feel like? How can it be enacted? And how can a change in practice that is more attuned to availability be experienced positively? Solar companies see opportunities in using design to help build motivating practices and narratives within the solar field, enabling awareness through personal relationships between consumer and solar energy. However, the knowledge of how to get there is lacking. In a research-through-design trajectory, and together with partners from the Creative Industries, Designing with the Sun aims to explore new ways of relating citizens to solar energy. Ultimately, these insights should enable the newly emerging field of solar design to contribute to the emergence of more sustainable and rewarding energy awareness and practices.
Traffic accidents are a severe public health problem worldwide, accounting for approximately 1.35 million deaths annually. Besides the loss of life, the social costs (accidents, congestion, and environmental damage) are significant. In the Netherlands, in 2018, these social costs were approximately € 28 billion, in which traffic accidents alone accounted for € 17 billion. Experts believe that Automated Driving Systems (ADS) can significantly reduce these traffic fatalities and injuries. For this reason, the European Union mandates several ADS in new vehicles from 2022 onwards. However, the utility of ADS still proves to present difficulties, and their acceptance among drivers is generally low. As of now, ADS only supports drivers within their pre-defined safety and comfort margins without considering individual drivers’ preferences, limiting ADS in behaving and interacting naturally with drivers and other road users. Thereby, drivers are susceptible to distraction (when out-of-the-loop), cannot monitor the traffic environment nor supervise the ADS adequately. These aspects induce the gap between drivers and ADS, raising doubts about ADS’ usefulness among drivers and, subsequently, affecting ADS acceptance and usage by drivers. To resolve this issue, the HUBRIS Phase-2 consortium of expert academic and industry partners aims at developing a self-learning high-level control system, namely, Human Counterpart, to bridge the gap between drivers and ADS. The central research question of this research is: How to develop and demonstrate a human counterpart system that can enable socially responsible human-like behaviour for automated driving systems? HUBRIS Phase-2 will result in the development of the human counterpart system to improve the trust and acceptance of drivers regarding ADS. In this RAAK-PRO project, the development of this system is validated in two use-cases: I. Highway: non-professional drivers; II. Distribution Centre: professional drivers.
