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Journal articles on the topic 'Transportation and state – Netherlands'

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Published: 10 March 2023

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1

Tantri, Erlita. "Hajj Transportation of Netherlands East Indies, 1910-1940." Heritage of Nusantara: International Journal of Religious Literature and Heritage 2, no. 1 (January 28, 2016): 119–47. http://dx.doi.org/10.31291/hn.v2i1.104.

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This article is about Hajj transportation of Netherland Indies in during the years of 1910-1940. The focus of this article is the mechanism of the Hajj transportation and its significance since eighteenth century. It is based on that historical phmomenon, that this paper will examine the hajj transportation in the past related to regulation and problem and why it was important to control hajj ship transportation by using archives and authorities' report as main sources and other secondary sources. Historically, since eighteenth century, even until today, going to hajj or pilgrimage was very interesting and attractive for native Muslim in Netherlands East Indies (Indonesia), especially for gaining religious requirement, social pride and Islamic ideas. The phenomenon can be seen from the increase and the stable number of the pilgrims from Indonesia which had attracted much interest from many parts of stake holders such as from Hijaz (Arabian government). In relation to that, it is worth noting that ship was an important transport to convey pilgrim from and to Indonesia and thus, business of hajj transportation become a field of contention between state authority and private ship businesses. It is based on that historical phenomenon, that this paper will examine the hajj transportation in the past related to regulation and problems and why it was important to control hajj ship transportation by using archives and authorities report as main sources and other secondary sources. Hajj transportation was a profitable business (even until today) that increased competition among British, Malay, Arabic, and Dutch shipping companies. Completion and regulation from ships and authority did not give better services for native pilgrims besides poor condition, discomfort and suffering of pilgrimage. However, hajj transportation had to be controlled, especially to restrain problems of moekimans and movement ideas from Hijaz.

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2

Hattendorf, John B. "Book Review: Neptune and the Netherlands: State, Economy, and War at Sea in the Renaissance." International Journal of Maritime History 16, no. 2 (December 2004): 406–8. http://dx.doi.org/10.1177/084387140401600276.

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3

Curtis, Joyce A., Daniel D'Angelo, Matthew R. Hallowell, Timothy A. Henkel, and Keith R. Molenaar. "Enterprise Risk Management for Transportation Agencies." Transportation Research Record: Journal of the Transportation Research Board 2271, no. 1 (January 2012): 57–65. http://dx.doi.org/10.3141/2271-07.

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Risk management is implicit in transportation business practices. Administrators, planners, and engineers coordinate many organizational and technical resources to manage transportation network performance. Transportation agencies manage some of the largest and highest-valued public assets and budgets in federal, state, and local governments. It is the agencies' corporate responsibility to set clear strategic goals and objectives to manage these assets so economic growth and livability of their regions improves and the public gets the best value. Risks can affect an agency's ability to meet its goals and objectives. As network and delivery managers, these agencies must identify risks, assess the possible impacts, develop plans to manage the risks, and monitor the effectiveness of their actions. This paper presents the results of (a) a comprehensive literature review, (b) a state-of-the-practice survey of 43 U.S. transportation agencies, and (c) seven case studies from leading transportation organizations in Australia, England, Germany, the Netherlands, and Scotland. The paper concludes with recommendations for achieving enterprise risk management in U.S. highway agencies. Recommendations pertain to formalizing enterprise risk management approaches, embedding risk management in existing business processes, using risk management to build trust with transportation stakeholders, defining leadership and organizational responsibilities for risk management, identifying risk owners, supporting risk allocation strategies, and reexamining existing policies, processes, and standards through rigorous risk management analysis.

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4

Geurs, Karst T., Wouter Boon, and Bert Van Wee. "Social Impacts of Transport: Literature Review and the State of the Practice of Transport Appraisal in the Netherlands and the United Kingdom." Transport Reviews 29, no. 1 (January 2009): 69–90. http://dx.doi.org/10.1080/01441640802130490.

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5

Serruys, Michael-W. "The Port and City of Ostend and the Process of State Consolidation in the Southern Netherlands in the Seventeenth and Eighteenth Centuries: A Geopolitical Approach." International Journal of Maritime History 19, no. 2 (December 2007): 319–48. http://dx.doi.org/10.1177/084387140701900215.

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6

Lopez, Clélia, Panchamy Krishnakumari, Ludovic Leclercq, Nicolas Chiabaut, and Hans van Lint. "Spatiotemporal Partitioning of Transportation Network Using Travel Time Data." Transportation Research Record: Journal of the Transportation Research Board 2623, no. 1 (January 2017): 98–107. http://dx.doi.org/10.3141/2623-11.

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Today, the deployment of sensing technology permits the collection of massive amounts of spatiotemporal data in urban areas. These data can provide comprehensive traffic state conditions for an urban network and for a particular day. However, data are often too numerous and too detailed to be of direct use, particularly for applications such as delivery tour planning, trip advisors, and dynamic route guidance. A rough estimate of travel times and their variability may be sufficient if the information is available at the full city scale. The concept of the spatiotemporal speed cluster map is a promising avenue for these applications. However, the data preparation for creating these maps is challenging and rarely discussed. In this study, that challenge is addressed by introducing generic methodologies for mapping the data to a geographic information system network, coarsening the network to reduce the network complexity at the city scale, and estimating the speed from the travel time data, including missing data. This methodology is demonstrated on the large-scale urban network of Amsterdam, Netherlands, with real travel time data. The preprocessed data are used to build the spatiotemporal speed cluster by using three partitioning techniques: normalized cut, density-based spatial clustering of applications with noise, and growing neural gas (GNG). A new posttreatment methodology is introduced for density-based spatial clustering and GNG, which are based on data point clustering, to generate connected zones. A preliminary cross comparison of the clustering techniques shows that GNG performs best in generating zones with minimum internal variance, the normalized cut computes three-dimensional zones with the best intercluster dissimilarity, and GNG has the fastest computation time.

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Bouchery, Yann, Marco Slikker, and Jan C. Fransoo. "Intermodal Hinterland Network Design Games." Transportation Science 54, no. 5 (September 2020): 1272–87. http://dx.doi.org/10.1287/trsc.2020.0978.

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Intermodal hinterland transportation is becoming increasingly critical for global container supply chains. Managing intermodal hinterland networks is challenging because multiple actors often interact in practice. The intermodal hinterland network design games that we propose enable assessing the impact of having noncooperative users in intermodal networks. The games fall into the class of network design games but have key distinctive features. We provide some general results as well as an instance without a pure Nash equilibrium for the general case. Subsequently, we focus on the special case with a single intermodal connection available. We show that a pure Nash equilibrium always exists but that this one is not always unique. We additionally identify key structural properties for this single-hub game. These properties enable us to identify all pure Nash equilibria and a system-optimal solution in polynomial time. We illustrate our results with an application related to the development of an extended gate in the Netherlands and derive a series of insights. Overall, the results show that the multiple user feature of intermodal hinterland networks is critical and needs to be accounted for at the network design stage. We believe that this latter statement holds for general network design problems with multiple users.

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8

Marchenko, L. A. "Quality attributes of garden strawberry fruits and breeding for their improvement." Siberian Herald of Agricultural Science 52, no. 5 (November 30, 2022): 24–31. http://dx.doi.org/10.26898/0370-8799-2022-5-3.

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Based on the analysis of domestic and foreign literary sources the information about the main quality attributes of garden strawberry fruits (large fruit size, hardness or firmness of fruits, biochemical composition) and breeding possibilities of their improvement at the present stage of breeding is summarized. Quality characteristics of garden strawberries are differentiated by groups: commercial, consumer, biochemical, physical and mechanical, technological. When growing garden strawberries for fresh consumption, the following large-fruited varieties were identified: Clery (Italy), Florence (UK), Alba (Italy), Roxana (Italy), Vima Xima (Netherlands), Vima Tarda (Netherlands), Vima Kimberly (Netherlands), Maya (Italy), San Andreas (USA), Taira, Nelly, Kemiya, Elegy, Alpha, Bereginya, Tsaritsa, Krymchanka 87, Arossa, Zarya, Krymskaya rannaya, Uniol, Jantarnaja. The trait of fruit hardness refers to the technological characteristics, but it also depends on the appearance of fruits during harvesting and transportation, which determines the commercial appearance. The following varieties have a high degree of fruit hardness: Tsaritsa, Surprise olympics, Rubinovy kulon, Feyerverk, Aquarelle, Alina, Nelli, Induka (Netherlands), Clery, Darselect (France), Tenira (Netherlands), Selekta (Canada), Polka (Netherlands), Irma (Italy), Alba, Asia (Italy), Syria (Italy), Onda (Italy), Vivaldi (Netherlands). Strawberry fruits are characterized by a unique composition of biologically active compounds that determine the nutritional value of the crop as a source of dietary and therapeutic and preventive nutrition. Studies indicate a predominant role of genotype in the accumulation of antioxidants in garden strawberry fruits, as well as the influence of growing conditions on the realization of the genetic potential of the varieties. Due to the development of cultivation technologies and the expansion of knowledge about the nutraceutical value of garden strawberries, improving the quality of fruits has become one of the priority objectives of breeding programs around the world. To increase the level of fruit quality traits in garden strawberry, the greatest effect can be achieved by using the original forms with proven donor properties on these traits in breeding.

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Conway, Matthew Wigginton, Andrew Byrd, and Marco van der Linden. "Evidence-Based Transit and Land Use Sketch Planning Using Interactive Accessibility Methods on Combined Schedule and Headway-Based Networks." Transportation Research Record: Journal of the Transportation Research Board 2653, no. 1 (January 2017): 45–53. http://dx.doi.org/10.3141/2653-06.

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There is a need for indicators of transportation–land use system quality that are understandable to a wide range of stakeholders and that can provide immediate feedback on the quality of interactively designed scenarios. Location-based accessibility indicators are promising candidates, but indicator values can vary strongly depending on time of day and transfer wait times. Capturing this variation increases complexity, slowing calculations. This paper presents new methods for rapid yet rigorous computation of accessibility metrics, allowing immediate feedback during early-stage transit planning while being rigorous enough for final analyses. The approach is statistical, characterizing the uncertainty and variability in accessibility metrics related to differences in departure time and headway-based scenario specification. The analysis was carried out on a detailed multimodal network model including both public transportation and streets. Land use data were represented at high resolution. These methods were implemented as open-source software running on a commodity cloud infrastructure. Networks were constructed from standard open data sources, and scenarios were built in a map-based web interface. A case study is presented, describing how these methods were applied in a long-term transportation planning process for an urbanized, polycentric Randstad region in the Netherlands.

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Ashkrof, Peyman, Gonçalo Homem de Almeida Correia, Oded Cats, and Bart van Arem. "Impact of Automated Vehicles on Travel Mode Preference for Different Trip Purposes and Distances." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 5 (April 12, 2019): 607–16. http://dx.doi.org/10.1177/0361198119841032.

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Because of technology penetration in the transportation system, the automated vehicle (AV) is set to be a future mode of transport. Given the major implications of AVs, investigation of the potential impact of these vehicles on travel behavior is vital for a wide range of purposes, especially for policy making. In this study, we report the results of a stated preference survey distributed in the Netherlands in which respondents had to choose between conventional cars, public transportation, and AVs for different travel distances and trip purposes. Having collected information from 663 respondents we conducted an integrated study incorporating classic trip attributes (such as travel time and travel costs), attitudinal factors, and socio-economic variables to understand people’s choices. We studied a particular form of AVs, automated driving transport service (ADTS), which we defined as an automatically controlled door-to-door transport service provided by a vehicle with similar dimensions to a conventional car, albeit driverless. Results suggest that travelers’ mode preferences vary significantly for different travel distances and purposes. We found that conventional cars and public transportation are perceived as being the least attractive alternatives in relation to in-vehicle travel time on short- and long-distance commuting trips, respectively. Preference for ADTS lay between the car and public transportation, neither the best nor the worst alternative in all scenarios. Our findings suggest that ADTS adopters are likely to prefer this mode for long-distance leisure trips rather than short-distance commuting trips.

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11

FOMISHYNA, Vira, Nadiia FEDOROVA, Ruslan OHORODNYK, and Tetiana OHORODNYK. "COMPARATIVE ANALYSIS OF CORN MARKETS IN TURKEY AND THE NETHERLANDS TO DETERMINE THE COUNTRY OF IMPORT OF UKRAINIAN PRODUCTS." Herald of Khmelnytskyi National University 302, no. 1 (January 2022): 215–19. http://dx.doi.org/10.31891/2307-5740-2022-302-1-36.

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This paper presents a method of study and comparison of the markets of two countries – potential trading partners, which can be used by Ukrainian small and medium-sized businesses in the export decision-making process. The domestic markets of Turkey and the Netherlands were selected for a detailed study. The countries were selected based on data from the Kherson Regional Statistics Office, which shows the largest volumes of corn export in the EU region – to the Netherlands, in the Asian region – to Turkey. Corn was chosen because Ukraine ranks fourth in the ranking of world exporters of this product, and the growing demand in the world market for corn grain has been an impetus for national producers to increase production. The Trade Map tool was used to analyze the state of export and import operations in the global corn market. As a result of the study, several market characteristics were determined for both countries. They are the number of partner countries; the list of top 5 countries-importers of corn; the amount of import in 2020; market share of Ukrainian corn; market concentration (calculated based on the Herfindahl-Hirschman index); the price per ton of Ukrainian corn and competing countries; average duties, quotas; phytosanitary norms; means of protection of the internal market. On the example of a hypothetical company, the possibility of implementing a corn export project by an enterprise using the proposals of trading companies is modeled. Comparison of competitive prices and distances allowed choosing the approximate purchase price and the nearest company. A specific division of responsibilities between the seller and the buyer under the FOB in INCOTERMS 2020 has been made. On this basis, the company’s costs as a seller per ton of corn are calculated, which includes the purchase price of corn, loading and unloading, and the railroad transportation tariff. The economic calculations show that the Netherlands is a more attractive market for Ukrainian corn export. The main advantages are the free trade agreement between countries and therefore a zero duty rate, fewer documents to be processed in the export process, long experience of cooperation between countries, higher prices for Ukrainian corn in the Netherlands.

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12

Jagt, J. W. M., and J. W. F. Reumer. "Geo(Im)pulse An unexpected fossil crinoid from the ‘Kor en Bot’ trawling trips on the Oosterschelde (Zeeland, the Netherlands)." Netherlands Journal of Geosciences - Geologie en Mijnbouw 89, no. 2 (September 2010): 169–72. http://dx.doi.org/10.1017/s0016774600000767.

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AbstractDuring the 2007 ‘Kor en Bot’ collecting trip across the Oosterschelde (province of Zeeland, southwest Netherlands), on board trawler cutter ZZ10, a stem fragment of a fossil isocrinid was recognised amongst the contents of the nets pulled on deck. This specimen is here interpreted to be of Early Jurassic age and assignable to the genus Isocrinus. However, because only internodals are preserved in this pluricolumnal, specific identification cannot be but approximate (Isocrinus (Chladocrinus) cf. tuberculatus). In the absence of any outcrop of Jurassic deposits in Zeeland and adjacent Dutch and Belgian territory, the most likely explanation is that this crinoid represents erratic material transported by precursors of the present-day River Maas (Meuse). Between the Langres Plateau and Sedan (northeast France), this river cuts through several occurrences of Lower Jurassic strata from which the present isocrinid might have originated. A less likely explanation is that it stems from boulders used for coastal reinforcement or from a Roman limestone votive altarpiece put up at the temple complex for the goddess Nehalennia, formerly present at Colijnsplaat, near Domburg (Noord-Beveland, Zeeland). Transportation from either northwest France or the southern or eastern United Kingdom, where there are coastal exposures of Jurassic strata, via the North Sea, is another option which, however, is also considered less feasible in view of the good state of preservation of the crinoid.

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13

Wang, Donggen, and Harry Timmermans. "Conjoint-Based Model of Activity Engagement, Timing, Scheduling, and Stop Pattern Formation." Transportation Research Record: Journal of the Transportation Research Board 1718, no. 1 (January 2000): 10–17. http://dx.doi.org/10.3141/1718-02.

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Although stated preference or conjoint-based models have recently found ample application in the transportation literature, there have been no attempts to use this modeling approach to develop an activity-based model of transport demand. The development of such a model, called COBRA, is discussed. The model examines individuals’ choices on activity engagement, scheduling, and stop pattern formation. The model is calibrated using experimental design data collected to examine the potential effects of several policies recently proposed in the Netherlands. The modeling results indicate that although people prefer activity schedules involving fewer home-based tours, they do not prefer the combination of all individual trips into a single home-based tour. Furthermore, it is found that individuals will change their activity engagement patterns only if government policies induce substantial changes in individuals’ time availability.

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14

Spek, Theo, Willy Groenman-van Waateringe, Maja Kooistra, and Lideweij Bakker. "Formation and Land-Use History of Celtic Fields in North-West Europe – an Interdisciplinary Case Study at Zeijen, the Netherlands." European Journal of Archaeology 6, no. 2 (2003): 141–73. http://dx.doi.org/10.1179/eja.2003.6.2.141.

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Celtic field research has so far been strongly focused on prospection and mapping. As a result of this there is a serious lack of knowledge of formation and land-use processes of these fields. This article describes a methodological case study in The Netherlands that may be applied to other European Celtic fields in the future. By interdisciplinary use of pedological, palynological and micromorphological research methods the authors were able to discern five development stages in the history of the field, dating from the late Bronze Age to the early Roman Period. There are strong indications that the earthen ridges, very typical for Celtic fields in the sandy landscapes of north-west Europe, were only formed in the later stages of Celtic field agriculture (late Iron Age and early Roman period). They were the result of a determined raising of the surface by large-scale transportation of soil material from the surroundings of the fields. Mainly the ridges were intensively cultivated and manured in the later stages of Celtic field cultivation. In the late Iron Age a remarkable shift in Celtic field agriculture took place from an extensive system with long fallow periods, a low level of manuring and extensive soil tillage to a more intensive system with shorter fallow periods, a more intensive soil tillage and a higher manuring intensity. There are also strong indications that rye (Secale cereale) was the main crop in the final stage of Celtic field agriculture.

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Gu, Gaofeng, and Xiaofeng Pan. "A Study on the Interdependence in Sustainable Mobility Tools and Home Energy Equipment Choices." Energies 16, no. 3 (January 18, 2023): 1084. http://dx.doi.org/10.3390/en16031084.

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Energy consumption in transportation and households are the main two sections of energy consumption in Europe. To cope with the challenges raised by energy security, sustainability, and pollution, great efforts have been made to encourage the transition from fossil fuel vehicles to electric vehicles and car sharing. In terms of households, home renewable energy equipment such as heat pumps and solar panels are promising solutions. To accelerate the diffusion of these promising and environmentally friendly technologies, an abundance of studies has investigated the factors that impact the adoption of them. Most of the existing literature considered the choice behavior of vehicle types and choice behavior of energy equipment to be exogenous to other. Charging electric vehicles at home will lead to an increase in home energy costs. It is important to understand to what extent a household’s decision to purchase new mobility tools or energy equipment is affected by the other. This paper, therefore, attempts to investigate the correlation between the choice of home energy equipment and the choice of new mobility tools. An inverted sequence stated preference experiment was designed and conducted in the Netherlands to examine the interdependence of mobility tools choice and home energy equipment choice. Two logit models were presented to investigate how the choice of mobility tools and energy equipment impact each other. Results indicate that the promoting effect between electric vehicles and solar panels is bidirectional, while the promoting effect between electric vehicles and heat pumps is unidirectional.

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16

Khademi, Elaheh, Harry Timmermans, and Aloys Borgers. "Traveler Response to Coexisting Multiple Pricing Schemes." Transportation Research Record: Journal of the Transportation Research Board 2345, no. 1 (January 2013): 63–73. http://dx.doi.org/10.3141/2345-09.

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Many academics and transportation planners seem convinced that pricing schemes may be one of the most effective policy instruments to change travelers’ behavior, to minimize congestion and emissions, or to optimize system use otherwise. Consequently, much empirical work has been conducted, although it is primarily about single pricing policies. Travelers’ adaptive behavior toward accumulated transport charges has not yet received much attention; therefore, this study addressed this underresearched issue. This paper documents the construction, implementation, and analysis of a mixture-amount experiment involving three mixtures of pricing schemes—toll road, congestion pricing, and parking price—and three travel budget levels per day. Basic mixed-amount design applications were extended to include an attribute associated with each pricing policy to capture different levels of travel time savings. With seven mixtures of the simplex–lattice design, a second-degree polynomial model was estimated to predict choice of amount and mixture of expenditures to different pricing schemes. This procedure captured the trade-off with level of travel time savings. In February 2012 in the Netherlands, an Internet-based stated choice experiment was conducted with 304 respondents to collect data for the model. A mixed logit model was estimated to model behavioral response. Results indicate the negative attitude of the sample toward their willingness to pay for pricing policies. Respondents seemed more sensitive to congestion pricing than to the two other policies. Furthermore, the effect of sociodemographic variables on choice probabilities was investigated. Income and public transport accessibility for conducting the peak hour trip were the variables that produced the most effect on respondents’ preference.

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17

Hoorn, Toon van der, Hans Meijer, and Eric Kroes. "National policy towards cars: the Netherlands." Transport Reviews 6, no. 1 (January 1986): 31–47. http://dx.doi.org/10.1080/01441648608716617.

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18

van de Riet, Odette, and Bert Toussaint. "Learning from a Contested Project in the Netherlands." Transfers 4, no. 1 (March 1, 2014): 63–82. http://dx.doi.org/10.3167/trans.2014.040106.

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The Amelisweerd case, a highly debated highway network expansion project from the late 1970s, has been widely portrayed as a symbolic mismatch between government and entrenched stakeholder opposition. The aim of this article is to learn from the case by unraveling the policy process using a multiactor policy analysis model. The result is that the policy process scores poorly on all the three applied criteria, and this has had a discernible negative effect on the level of stakeholder support for the policy proposals. Since then, major changes have taken place in the planning processes of infrastructural projects in the Netherlands. However, the potential for learning from Amelisweerd is much wider, as since the 1960s public projects are increasingly subject to public scrutiny and comment. Careful analysis from iconic cases like Amelisweerd can help current infrastructural policymakers and planning project managers as they develop fresh policies and projects.

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19

Bouwman, Mirjan E., and Henri C. Moll. "Environmental analyses of land transportation systems in The Netherlands." Transportation Research Part D: Transport and Environment 7, no. 5 (September 2002): 331–45. http://dx.doi.org/10.1016/s1361-9209(02)00002-0.

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20

Hendren, Patricia G., and Debbie A. Niemeier. "State Transportation Expenditure Reporting." Public Works Management & Policy 5, no. 3 (January 2001): 179–97. http://dx.doi.org/10.1177/1087724x0153001.

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21

Sydorenko, O. O., S. V. Pavlov, and O. V. Voznyi. "THE USE OF MOLECULAR AND BIOCHEMICAL MARKERS OF BONE METABOLISM FOR SCREENING OF DENTAL HEALTH OF THE POPULATION." Ukrainian Dental Almanac, no. 2 (June 26, 2020): 24–28. http://dx.doi.org/10.31718/2409-0255.2.2020.03.

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At present, the research interests of both dentists and clinical laboratory diagnosticians lie in the field of using oral fluid as an object of diagnostic estimation of molecular and biochemical markers in oral cavity diseases. It is commonly known that oral fluid has both organic and non-organic components. Non-organic components of saliva are represented by macro- and microelements that can be parts of various compounds or stay in the ionized form. Organic components are represented by proteins, carbohydrates, lipids, essential nitrogenous compounds (urea and uric acid), vitamins, hormones, organic and nucleic acids. Compared with the traditional method of blood testing, the identification of markers in the oral fluid has several advantages. They are non-invasiveness, atraumatic character for the patient, the absence of stress typical of venipuncture; simpler conditions of storage and transportation due to the liquid state (unlike whole blood, which tends to coagulate); being able to take biological material an unlimited number of times; no need for qualified personnel and special equipment when taking oral fluid. The introduction of biological markers into the complex of dental checkups is one of the topical tasks of modern dentistry and clinical laboratory diagnostics. This is particularly important for those dental patients whose living or working conditions are accompanied by harmful chemical factors. The authors have performed complex research of lactoferrin, cathelicidin, and MMP8 present in the oral fluid of 50 patients who worked under harmful conditions (group 1), and of other 50 patients whose work is not associated with the harmful influence of chemical factors (group 2). The oral fluid was collected on an empty stomach in the morning by spitting into a sterile glass tube. The biomass was centrifuged and stored at 300C, and the amount of lactoferrin (Hycto Biotech, the Netherlands), cathelicidin (Hycult Biotech, the Netherlands), and MMP8 (Matrix Metalloproteinase-8) was determined in the test samples. The analysis was performed by enzyme-linked immunosorbent assay based on the use of a "sandwich" variant of solid-phase enzyme-linked immunosorbent assay. The procedure was performed on the enzyme-linked immunosorbent assay ImmunoChem-2100 (USA). The analysis was performed in 96-well microplates, the bottom of the wells was covered with monoclonal antibodies to the corresponding molecular marker. The analysis of the oral cavity condition in patients of both groups demonstrated the presence of caries (100 % of group 1 patients, 80% of group 2 patients) and partial adentia (75% of group 1 patients, 60% of group 2 patients). Secondary to the above-mentioned abnormalities, group 1 and 2 patients had periodontal diseases. Such abnormalities were registered in 87% of group 1 patients; in group 2 patients, such changes were less explicit and were present in 67% of the patients. On the contrary, it was established that the patients of both groups presented with a statistically significant increase of lactoferrin in the oral fluid (on average, 81% and 40% higher, respectively, in groups 1 and 2) and MMP8 (64% and 24% higher), as well as a decrease in cathelicidin concentration (87% and 42% lower) in comparison with the patients of group 3. The established pathological biochemical changes indicate pathological processes in the oral cavities of the research groups of patients. In modern practice, Lf is used as an organ-specific marker of the activation of a pathological process to diagnose and predict the course of mucosal and periodontal diseases. At the same time, the decrease in oral cathelicidin LL37 reflects the suppression of local immunity in the oral cavity and is regarded as a pathogenic chain in the progression of diseases of the mucosa, periodontium, including dental caries in patients. Similar dynamics of cathelicidin in group 1 patients, in our opinion, explains the intensity of oral disease development in this category of patients. Thus, neutrophils and macrophages die under the action of aggressive chemical factors, as a result of which the pool of antimicrobial peptides, including cathelicidin, decreases. The present markers determine the topicality and great potential of further research of the given molecular markers for both fundamental investigations and understanding the pathogenesis of oral cavity diseases in this category of patients. Besides, these indices can be used as independent markers for diagnosis, screening, and effective treatment of oral cavity diseases.

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Herbstritt, Robert L., and Anne D. Marble. "Current State of Biodiversity Impact Analysis in State Transportation Agencies." Transportation Research Record: Journal of the Transportation Research Board 1559, no. 1 (January 1996): 51–63. http://dx.doi.org/10.1177/0361198196155900108.

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Because transportation projects have the potential to affect local and regional biodiversity, it is likely that the evaluation of impacts on biodiversity will become an increasingly important issue in the planning process. Transportation Research Board's Task Force on Natural Resources conducted a survey of state transportation agencies in early 1995. Its intention was to determine the current state of biodiversity analysis in the transportation community, the extent to which biodiversity is becoming an emerging issue for state departments of transportation, and how the issue is being managed.

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23

Heffron, Raphael J. "State of the Netherlands v Urgenda." Global Energy Law and Sustainability 1, no. 1 (February 2020): 104–6. http://dx.doi.org/10.3366/gels.2020.0008.

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24

de Voogd, Cees. "Shipbuilding in West Germany and the Netherlands, 1960–1980." International Journal of Maritime History 19, no. 1 (June 2007): 63–86. http://dx.doi.org/10.1177/084387140701900105.

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25

Davies, Gareth. "The Netherlands." European Constitutional Law Review 2, no. 1 (February 2006): 152–66. http://dx.doi.org/10.1017/s1574019606001520.

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The court in this case decided that state subsidy to political parties that discriminate against women is prohibited by international treaties, notably the Convention on the Elimination of All Forms of Discrimination against Women.This raises a number of issues. Where the discrimination is for religious reasons, does sex equality need to be balanced against religious freedom? Both are usually seen as fundamental rights. What about discrimination against men, in favour of women; is that also against the law? Finally, is the obligation not to discriminate only binding on the state, or also on the party itself? Could such a party be banned from politics? Some of these issues were touched on by the court, although not convincingly, and some of them, such as religious freedom, were scandalously ignored.

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Goetz, Andrew R., Joseph S. Szyliowicz, Timothy M. Vowles, and G. Stephen Taylor. "Assessing intermodal transportation planning at state departments of transportation." World Review of Intermodal Transportation Research 1, no. 2 (2007): 119. http://dx.doi.org/10.1504/writr.2007.013947.

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Francke, Johan. "Book Review: Piracy and Privateering in the Golden Age Netherlands." International Journal of Maritime History 17, no. 2 (December 2005): 449–51. http://dx.doi.org/10.1177/084387140501700273.

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Oppen, Johan. "Decision Support for Flexible Liner Shipping." Advances in Operations Research 2016 (2016): 1–8. http://dx.doi.org/10.1155/2016/8710916.

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We present a transportation problem representing a combination of liner and tramp shipping, where using other modes of transportation is also an option. As an example, we consider transportation of palletized frozen fish from Russia and Norway to terminals in Norway, the Netherlands, and the UK. We present a mathematical model for the planning problem associated with each tour and show that problem instances of realistic size can be solved to optimality using standard software.

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DE JONG, M. A., and M. A. D. JONG. "NATIONAL TRANSPORT POLICY IN THE NETHERLANDS." Proceedings of the Institution of Civil Engineers - Transport 111, no. 3 (August 1995): 178–85. http://dx.doi.org/10.1680/itran.1995.27860.

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Kunze, Rolf-Ulrich. "Het Spoorwegmuseum Utrecht, the Netherlands." Transfers 1, no. 3 (December 1, 2011): 119–21. http://dx.doi.org/10.3167/trans.2011.010308.

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God created the Earth, but the Dutch created the Netherlands, albeit with only a limited role for the railway. Any railway museum in this country invented by and dependent on hydraulic engineering must creatively solve the problem of portraying a technology of mobility which was not central to the Waterstaat (hydro-engineering) identity and the nation’s sociotechnological construction, but one which initially was secondary and subsidiary and, above all, delayed. On the face of it, the story to be told here appears to be that of how, in a northwestern part of Europe where thorough industrialization was late to come, railway-based mobility established itself against the omnipresence of shipping and evolved from seaport-catering surface logistics into an integral element of everyday transportation in twentieth-century Netherlands. The Utrecht Spoorwegmuseum (railway museum) impressively shows that this is not even half the truth, behind which might be, at best, the grumbling resentment of an 1890 boatman.

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Gibson, Sheree, Richard Kelly, SD Miller, and Tom Albin. "Human Factors Consulting: The Ins & Outs, Ups & Downs, Pros & Cons." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 62, no. 1 (September 2018): 878. http://dx.doi.org/10.1177/1541931218621200.

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The objective of this panel is to provide attendees with the opportunity to learn about what they always wanted to know about the wide world of human factors consulting, but were afraid to ask (or didn’t know to ask). This session should be of interest to meeting attendees at any stage of their career, including students and those who might be considering a career change or branching out. These panelists, together, have experience over a wide range of consulting domains, as well as being individuals who are at different stages in their consulting careers. As such, the panel session will provide attendees with multiple perspectives on select topics and on responses to attendees’ questions. Sheree Gibson, PE, CPE is President of Ergonomic Applications, a small industrial ergonomics consulting firm in South Carolina. She has been a consultant for most of her professional life, working for a forensic consulting firm as well as an in-house ergonomics consultant for Michelin Tire before setting out on her own. She has a B.S. in Mechanical Engineering and a M.S.E. in Applied Ergonomics, both from West Virginia University. She is active in the American Industrial Hygiene Association, the American Society of Safety Engineers and HFES. Sheree is also Vice-President of the Foundation for Professional Ergonomics. Richard Kelly, PhD earned his doctorate in Engineering Psychology from New Mexico State University and went on to work as an engineering psychologist for the Army at White Sands and then for the Navy at SPAWAR in San Diego. After about 10 years supporting large and small RDT&E programs and leading teams of scientists and engineers, he left the government to start Pacific Science & Engineering (PSE). Over the past 34 years, PSE has grown steadily from 2 to 50 employees and has been a prime contractor, subcontractor, and consultant on hundreds of projects in many different domains, including military, intelligence, industrial process, commercial, medical, education, autonomous vehicles, and more. PSE remains an independent, employee-owned company entirely focused on human performance in complex systems. The technical staff have received numerous recognitions from clients and professional groups for their outstanding work that makes a real difference for our users. Dee Miller, PhD works at Dell, Inc. in the Business Transformation Office as the Senior Principal UX & Service Design Engineer building relationships and appropriately influencing relevant internal teams and direct business contacts in the adoption of a human-centered approach to designing internal systems and processes and delivering services related to Order Experience Life Cycle. She recently started an independent consultancy called Dawn Specialty Consulting. One of the first projects of the new consultancy is consulting with a local non-profit and a police department on applying design thinking to community policing initiatives. Dee has prior experience consulting with state and federal government agencies on matters pertaining to transportation and healthcare. Tom Albin, PE, CPE, PhD is a licensed professional engineer and a certified professional ergonomist. He holds a PhD from the Technical University of Delft in the Netherlands. Currently the principal of High Plains Ergonomics Service, Tom has been engaged in ergonomics consulting since 2001. He has extensive experience as a researcher, a corporate ergonomist and as a product developer. He is active in the US and International Standards community, chairing the ANSI/HFES 100 computer workstation standard and serving as an accredited US expert on several ISO committees. He was Executive Director of the Office Ergonomics Research Committee from 2007 until retiring in 2018. Tom’s consulting work has been principally concerned with physical ergonomics issues in office and industrial settings. Current projects deal with evaluation of injury risk during push and pull tasks and with applied anthropometry. Topics Panelists will each be given time to introduce themselves at the beginning of the session. Each will speak for 7-10 minutes about their career path, ‘what I like best about consulting’, and ‘3-5 things I wish I had known before I started consulting’. The panel will also address the following topics: ethics, running a business (business plans, financing, insurance, legalities, managing employees, marketing, building relationships with clients, and writing contracts), and work/life balance. These topics will be introduced, in the form of questions from the moderator if/when questions from the audience are exhausted.

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de Kruijf, Joost, Dick Ettema, and Martin Dijst. "A longitudinal evaluation of satisfaction with e-cycling in daily commuting in the Netherlands." Travel Behaviour and Society 16 (July 2019): 192–200. http://dx.doi.org/10.1016/j.tbs.2018.04.003.

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Olei, Bebe Adrian, and Răzvan Ionuț Iacobici. "Logistic and Transportation Challenges in Education." Advanced Engineering Forum 34 (October 2019): 261–66. http://dx.doi.org/10.4028/www.scientific.net/aef.34.261.

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This work presents some logistics and transportation challenges that were solved by 3 different student groups from 3 different European entities. These groups were: the STC Group, from The Netherlands, made of 12 students; the FHOO Group, from Austria, which comprised a number of 10 students and the IMST Group from Romania, made of 12 students. Each of the group had a specific task of finding the best logistic and transportation solution for each of their task. Also, they need to take into account several important parameters like air pollution problem, the shortest way of reaching to destination, the way of transport and others, which were decisive in choosing the right solution.

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VAN BIJSTERVELD, Sophie C. "Church and State in the Netherlands 1993." European Journal for Church and State Research - Revue européenne des relations Églises-État 1 (January 1, 1994): 75–81. http://dx.doi.org/10.2143/ejcs.1.0.2002903.

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VAN BIJSTERVELD, Sophie C. "Church and State in the Netherlands 1994." European Journal for Church and State Research - Revue européenne des relations Églises-État 2 (January 1, 1995): 73–80. http://dx.doi.org/10.2143/ejcs.2.0.2002882.

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VAN BIJSTERVELD, Sophie C. "Church and State in the Netherlands 1995." European Journal for Church and State Research - Revue européenne des relations Églises-État 3 (January 1, 1996): 77–81. http://dx.doi.org/10.2143/ejcs.3.0.2002859.

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Meguro, Maiko. "State of the Netherlands v. Urgenda Foundation." American Journal of International Law 114, no. 4 (October 2020): 729–35. http://dx.doi.org/10.1017/ajil.2020.52.

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The judgment in State of the Netherlands v. Urgenda Foundation marks one of the first successful challenges to climate change policy based on a human rights treaty. In this case, the Dutch Supreme Court upheld the lower court's opinion that the Netherlands has a positive obligation under the European Convention on Human Rights (ECHR) to take reasonable and suitable measures for the prevention of climate change. Although the Supreme Court recognized that climate change is a consequence of collective human activities that cannot be solved by one state on its own, it held that the Netherlands is individually responsible for failing to do its part to counter the danger of climate change, which, as the Court affirmed, inhibits enjoyment of ECHR rights. In reaching that conclusion, the Supreme Court determined the exact level of greenhouse gas (GHG) emissions reduction that the Netherlands is required to meet to comply with its ECHR obligation, specifically, a 25 percent reduction compared to its 1990 level by the end of 2020.

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Gonzalez-Aregall, Marta, Kevin Cullinane, and Inge Vierth. "A Review of Port Initiatives to Promote Freight Modal Shifts in Europe: Evidence from Port Governance Systems." Sustainability 13, no. 11 (May 24, 2021): 5907. http://dx.doi.org/10.3390/su13115907.

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This study analyses how port governance systems in Europe have influenced the implementation of port initiatives focused on promoting modal shifts in freight transportation. Through a comprehensive review of port strategies, this research identified 49 individual modal shift initiatives among 21 port authorities in Europe. The results show that ports located in the Northern regions and managed by local governments, particularly in Belgium and the Netherlands, are leaders in executing strategies for modal shifts in freight transportation. Technological solutions and promoting intermodal transportation were found to be the most popular initiatives used to promote hinterland movements of freight by rail and waterborne transportation.

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Frolova, Elena Vladimirovna. "Healthcare of the Netherlands." Spravočnik vrača obŝej praktiki (Journal of Family Medicine), no. 1 (2022): 67–69. http://dx.doi.org/10.33920/med-10-2201-10.

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The Netherlands is a state located in Western Europe bordering Germany and Belgium. The population of the country is just over 17million people. In terms of GDP, theNetherlands is among the twenty richest countries in the world, and in terms of exports, it is in the top ten. The average life expectancy in theNetherlands is 81.4 years; in the structure ofmortality, malignant neoplasms come out on top, which distinguishes the state from other European countries, where the main cause of deaths is cardiovascular diseases. The compulsory health insurance system was introduced in the country in 2006 after the medical reform. A distinctive feature of the Dutch healthcare system is its relative autonomy from the state, which performs only the function of an external controller, and all other powers belong to the municipal authorities. As a result, several private insurance companies have been admitted to health insurance in the Netherlands, which create healthy competition among themselves, thereby contributing to better quality and more affordable healthcare.

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van Heuveln, Koen, Rishabh Ghotge, Jan Anne Annema, Esther van Bergen, Bert van Wee, and Udo Pesch. "Factors influencing consumer acceptance of vehicle-to-grid by electric vehicle drivers in the Netherlands." Travel Behaviour and Society 24 (July 2021): 34–45. http://dx.doi.org/10.1016/j.tbs.2020.12.008.

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Wentzel, Sigrid Irene. "State of Uncertainty." Transfers 10, no. 2-3 (December 1, 2020): 175–94. http://dx.doi.org/10.3167/trans.2020.10020313.

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Abstract In July 2019, the village of Nizhniy Bestyakh in the Republic of Sakha (Yakutiya), the Russian Far East, was finally able to celebrate the opening of an eagerly awaited railroad passenger connection. Through analysis of rich ethnographic data, this article explores the “state of uncertainty” caused by repeated delays in construction of the railroad prior to this and focuses on the effect of these delays on students of a local transportation college. This college prepares young people for railroad jobs and careers, promising a steady income and a place in the Republic's wider modernization project. The research also reveals how the state of uncertainty led to unforeseen consequences, such as the seeding of doubt among students about their desire to be a part of the Republic's industrialization drive.

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Wentzel, Sigrid Irene. "State of Uncertainty." Transfers 10, no. 2-3 (December 1, 2020): 175–94. http://dx.doi.org/10.3167/trans.2020.1002313.

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Abstract In July 2019, the village of Nizhniy Bestyakh in the Republic of Sakha (Yakutiya), the Russian Far East, was finally able to celebrate the opening of an eagerly awaited railroad passenger connection. Through analysis of rich ethnographic data, this article explores the “state of uncertainty” caused by repeated delays in construction of the railroad prior to this and focuses on the effect of these delays on students of a local transportation college. This college prepares young people for railroad jobs and careers, promising a steady income and a place in the Republic's wider modernization project. The research also reveals how the state of uncertainty led to unforeseen consequences, such as the seeding of doubt among students about their desire to be a part of the Republic's industrialization drive.

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Schank, Joshua, and Paul Lewis. "Federal Role in State Transportation Finance." Transportation Research Record: Journal of the Transportation Research Board 2345, no. 1 (January 2013): 9–16. http://dx.doi.org/10.3141/2345-02.

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The federal contribution to surface transportation funding has stagnated, and this situation is likely to continue or worsen as a result of continuing fiscal and political problems. The federal government remains the biggest single contributor to transportation capital investment on federal-aid projects, and stagnation or cuts will have a substantial impact on cities, states, and the entire country. Because of their own challenges with respect to raising revenue for transportation, federal grantees may not be able to replace lost federal funds. Therefore, new ways for the federal government to incentivize existing grantees to develop new sources of revenue must be considered. This issue was approached by first analyzing the existing programs the federal government had in place that were intended to leverage or permit additional revenue sources. These programs included the Transportation Investment Finance and Innovation Act (TIFIA), private activity bonds, grant anticipation revenue vehicles, tolling pilot programs, and discretionary grant programs. The analysis demonstrated that some of these programs, particularly TIFIA and the discretionary grant programs, leveraged substantial revenues, but they were all limited in their ability to leverage additional funding by a lack of incentives as well as regulatory barriers. Then implementation of these incentives and what types of revenue should be incentivized were explored. Options were examined from a political, national, and revenue-generating perspective to understand their relative trade-offs better.

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Pulipati, Sasanka Bhushan, Stephen P. Mattingly, and Colleen Casey. "Evaluating state level transportation revenue alternatives." Case Studies on Transport Policy 5, no. 3 (September 2017): 467–82. http://dx.doi.org/10.1016/j.cstp.2017.06.002.

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Miller, John S. "Evaluating State Multimodal Transportation Policy Responses." Journal of Urban Planning and Development 138, no. 2 (June 2012): 121–32. http://dx.doi.org/10.1061/(asce)up.1943-5444.0000106.

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Dunston, Phillip S., John A. Gambatese, and James F. McManus. "Assessing State Transportation Agency Constructability Implementation." Journal of Construction Engineering and Management 131, no. 5 (May 2005): 569–78. http://dx.doi.org/10.1061/(asce)0733-9364(2005)131:5(569).

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H. Turky, Ahmed, and Hamad M. Nasif. "Transportation Sciences in Bani Hammad State." Al-Anbar University Journal For Humanities 2021, no. 3 (September 1, 2021): 3292–322. http://dx.doi.org/10.37653/juah.2021.171458.

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Steiner, Daniel, Hartwig Hochmair, and Gernot Paulus. "Quality Assessment of Open Realtime Data for Public Transportation in the Netherlands." GI_Forum 1 (2015): 579–88. http://dx.doi.org/10.1553/giscience2015s579.

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Liao, Bojing, Pauline E. W. van den Berg, P. J. V. van Wesemael, and Theo A. Arentze. "Empirical analysis of walkability using data from the Netherlands." Transportation Research Part D: Transport and Environment 85 (August 2020): 102390. http://dx.doi.org/10.1016/j.trd.2020.102390.

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Todt, Kim. "Book Review: Marine Insurance in the Netherlands, 1600–1870. A Comparative Institutional Approach." International Journal of Maritime History 22, no. 2 (December 2010): 409–10. http://dx.doi.org/10.1177/084387141002200257.

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