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Teachers should be able to balance content knowledge, pedagogical knowledge and technological knowledge (TPACK) in their various activities on curriculum, instruction, and assessment. Our Germany-wide study focused on measuring intrapreneurship competence. To ensure a valid and reliable assessment, we followed the three-step assessment triangle: cognition, observation and interpretation. We modeled the intended IP competence as an interdisciplinary and interprofessional team, designed a technology-based performance assessment tool that uses authentic work tasks, and analyzed apprentices’ behavior via a model-based IRT (Rasch model) approach. Our results identify the distribution of the IP competence of apprentices on four proficiency levels. Since these results are generalizable, single IP tasks can be used by teachers to support and guide apprentices individually with regard to these proficiency levels. Our approach is a blueprint for evidence-based teaching that tackles all areas of TPACK.
Im Bereich des nachhaltigen Konsums besteht eine Kluft zwischen der Bereitschaft nachhaltig zu handeln und dem tatsächlichen Handeln. Eine Möglichkeit diese Lücke zu schließen, wird in der Emotionalisierung von Konsumenten gesehen. Ein Medium der zielgruppenspezifischen Nachhaltigkeitskommunikation sind Sensibilisierungsvideos. Auszubildende als junge Konsumenten, die Konsumentscheidungen langfristig beeinflussen können, verwenden Videos zum Lernen. Ziel dieser Studie ist es daher, die Wirkung der Sensibilisierungsvideos bezogen auf die Emotionalisierung der Intention, nachhaltig zu konsumieren, und das realisierte Konsumverhalten zu untersuchen. Um Emotionen hervorzurufen, wurden 45 Auszubildenden fünf Sensibilisierungsvideos mit dem thematischen Schwerpunkt des nachhaltigen Konsums gezeigt. Mit Hilfe eines Ein-Gruppen-Vergleichs mit Vor- und Nachtest wurde über vier Erhebungszeitpunkte hinweg überprüft, ob sich die Emotionen, die Intention und das realisierte Konsumverhalten im Zeitverlauf verändern. Die Daten wurden sowohl qualitativ als auch quantitativ ausgewertet und analysiert. Es hat sich gezeigt, dass die Sensibilisierungsvideos bei den Auszubildenden sowohl positive als auch negative Emotionen hervorrufen. Im Zeitverlauf nehmen die positiven Emotionen im Vergleich leicht zu. Das Ausmaß, in dem die Auszubildenden an nachhaltige Aspekte beim Einkauf denken, verzeichnet ähnlich wie die Intention einen Zuwachs. Diese Steigerung findet sich jedoch nicht für die berichteten nachhaltigen Kaufmaßnahmen. So ist davon auszugehen, dass die Videos zwar zu einem stärkeren nachhaltigen Denken und einer stärkeren Intention angeregt, die Lücke zwischen dem Denken und Handeln aber nicht vollständig geschlossen haben.
Large-scale, hypogene iron mineralization systems developed recurrently in the São Francisco craton in association with two orogenies. During the ca. 2.1–2.0 Ga Trans-Amazonian orogeny, low-temperature and low-to-moderate-salinity metamorphic fluids resulted in carbonatization-related iron enrichment of the early Paleoproterozoic Cauê Iron Formation (IF) of the Minas Supergroup (MSG) as well as short-distance iron mobilization. Monazite from the iron-oxide veins yielded a SHRIMP 232Th/208Pb date corresponding to fluid circulation coeval with the migmatization of the Archean tonalite-trondhjemite-granodiorite crust. During the Ediacaran to Cambrian Brasiliano orogeny, when the São Francisco craton was consolidated in its present configuration, hydrothermal fluids repeatedly mineralized the Cauê IF and the younger IFs of the lower Espinhaço Supergroup. Far-field hydrothermal alteration associated with distinct Fe mineralization episodes widely affected Meso- to Neoproterozoic sequences as well as Archean to Paleoproterozoic terranes of the cratonic core. Circulation of hydrothermal fluids during the Brasiliano orogeny caused desilicification, iron mobilization, and widespread alteration of the rocks. The alteration events are dated with monazite and xenotime intergrown with hematite, anatase, and recrystallized rims of detrital zircons from interlayered quartzites and of igneous zircons from pegmatites, granites, acidic volcanic rocks, and orthogneisses, yielding U-Pb dates between 542 and 493 Ma. U-Pb dates point to five Cambrian hydrothermal events from the waning stages to the aftermath of the Brasiliano orogeny. These hydrothermal fluid circulation events correspond to the emplacement ages of four granite suites and pegmatites that lasted from the final stages of the collision to the collapse of the Araçuaí-West Congo orogen. Episodic circulation of fluids continued for approximately 2 billion years after IF deposition on the eastern São Francisco craton with the formation of high-grade iron ore deposits and resetting of the IF trace-element inventory.
Mit steigenden Verbrauchs- und CO2-Anforderungen, aber auch dem Wandel zur Elektrifizierung des Antriebs verändert sich durch Leichtbauweise die werkstoffliche Zusammensetzung der Fahrzeuge. Faserverstärkte thermoplastische Kunststoffe substituieren zunehmend metallische Komponenten. Diese Hochleistungswerkstof-fe (sog. Organobleche) erfüllen nicht nur die steigenden Anforderungen an Leichtbau, sondern auch an die Wirtschaftlichkeit von Produktionsprozessen, sowie an die Designfreiheit einzelner Bauteile. Das Hybrid-Spritzguss-Verfahren in Verbindung mit Organoblechen hat sich in den vergangenen Jahren für die Herstellung von Funktionsbauteilen und Leichtbaustrukturen durchgesetzt.
Der Vortrag befasst sich mit der werkstofflichen Rezyklierbarkeit von endlosglasfa-serverstärkten thermoplastischen Kunststoffen (Organobleche). Sortenreine Indust-rieabfälle werden dabei in einem Closed-Loop-Recyclingprozess zum Anspritzen von Funktionselementen in einem Serienbauteils genutzt. Die technische Machbarkeit als auch eine erste wirtschaftliche und ökologische Bewertung des Prozesses wird vorgestellt.
This study presents an approach to collect and classify usage data of public charging infrastructure in order to predict usage based on socio-demographic data within a city. The approach comprises data acquisition and a two-step machine learning approach, classifying and predicting usage behavior. Data is acquired by gathering information on charging points from publicly available sources. The first machine learning step identifies four relevant usage patterns from the gathered data using an agglomerative clustering approach. The second step utilizes a Random Forest Classification to predict usage patterns from socio-demographic factors in a spatial context. This approach allows to predict usage behavior at locations for potential new charging points. Applying the presented approach to Munich, a large city in Germany, results confirm the adaptability in complex urban environments. Visualizing the spatial distribution of the predicted usage patterns shows the prevalence of different patterns throughout the city. The presented approach helps municipalities and charging infrastructure operators to identify areas with certain usage patterns and, hence different technical requirements, to optimize the charging infrastructure in order to help meeting the increasing demand of electric mobility.
Driving forest machines on wet soils causes irreversible soil compaction, often associated with intensive rut formation and inaccessibility of wheeled forest machines for future forest operations. The German forestry equipment manufacturer FHS, Forsttechnik Handel & Service GmbH, engineered a forwarder, the Trac 81/11, equipped with conventional, well-proved bogie-axles embraced by a closed rubber track. At the center of the bogie-axle, four additional supportive rollers are placed to increase the load-carrying section between the tires of the bogie-axle. The study aimed to characterize the principle concept and the trafficability of the forwarder by analyzing the footprint area, the contact pressure, the rut formation on forest sites and the slippage during driving. Therefore, the effective contact area was measured on steel plates and rut formation was analyzed on a case study basis. Results showed that the supportive rollers increase the contact surface area by about 1/3. By this, a decrease of peak loads below the wheels and a more homogenous load distribution were observed. However, the contact surface area is still clearly divided into three parts; the area between the supportive rollers and the wheels does not take any load. Results of the rut formation were diverse: After 20 passes with 26,700 kg total mass, rut depth varied between 12.6 and 212.5 mm. Overall, the new undercarriage concept of FHS demonstrated a generally positive performance. The engineered forwarder contributes to reduce the environmental impact associated with log extraction.
Purpose
Due to the growing percentage share of urban dwellers, the physical distribution of products faces altering conditions. This research explores the effects that urbanization has on the performance of a fast-moving consumer goods distribution network. A focus is set on changes in distribution cost, the cost-minimal network design, and greenhouse gas emissions.
Design/methodology/approach
The analyses are based on a quantitative distribution network model of an existing manufacturer of consumer goods.
Findings
The results indicate that the foreseen population shift will affect the network's economic and environmental performance. Effects are, among others, due to differences in the efficiency of supplying urban and nonurban regions. The combined effects of urbanization and the development of the population size will even more affect the network's performance.
Originality/value
Research dealing with distribution logistics and urbanization primarily focuses on city logistics. In this paper, the object of analysis is the entire distribution system.
Considering climate change, recent political debates often focus on measures to reduce CO2 emissions. One key component is the reduction of emissions produced by motorized vehicles. Since the amount of emission directly correlates to the velocity of a vehicle via energy consumption factors, a general speed limit is often proposed. This article presents a methodology to combine openly available topology data of road networks from OpenStreetMap (OSM) with pay-per-use API traffic data from TomTom to evaluate such measures transparently by analyzing historical real-world circumstances. From our exemplary case study of the German motorway network, we derive that most parts of the motorway network on average do not reach their maximum allowed speed throughout the day due to traffic, construction sites and general road utilization by network participants. Nonetheless our findings prove that the introduction of a speed limit of 120 km per hour on the German autobahn would restrict 50.74% of network flow kilometers for a CO2 reduction of 7.43% compared to the unrestricted state.
Environmental regulations force car manufacturers to renew the powertrain technology portfolio offered to the customer to comply with greenhouse gas (GHG) emission targets. In turn, automotive companies face the task of identifying the “right” powertrain technology portfolio consisting of, for example, internal combustion engines and electric vehicles, because the selection of a particular powertrain technology portfolio affects different company targets simultaneously. What makes this decision even more challenging is that future market shares of the different technologies are uncertain. Our research presents a new decision-support approach for assembling optimal powertrain technology portfolios while making decision-makers aware of the trade-offs between the achievable profit, the achievable market share, the market share risk, and the GHG emissions generated by the selected vehicle fleet. The proposed approach combines “a posteriori” decision-making with multi-objective optimization. In an application case, we feed the outlooks of selected market studies into the proposed decision-support system. The result is a visualization and analysis of the current real-world decision-making problem faced by many automotive companies. Our findings indicate that for the proposed GHG restriction at work in 2030 in the European Union, no optimal powertrain technology portfolio with less than 35% of vehicles equipped with an electric motor exists.