Neonatal care in the Netherlands is under significant strain due to severe bed capacity and staffing shortages, particularly in the southwestern region, where 36% of hospitals have closed neonatal beds. The current neonatal care system, structured into three escalating levels of specialization—neonatal medium care, high care, and Neonatal Intensive Care Units (NICUs)—struggles to meet demand, resulting in high occupancy rates and frequent patient transfers. This study developed a discrete-event simulation model to analyze and address bed capacity shortages within these staffing limitations. The model, based on regional perinatal birth data, evaluated the impact of various interventions on bed occupancy and transfer rates across different care levels.

Key findings revealed that reducing the length of stay, adjusting admission rates, and altering patient pathways could alleviate capacity pressures. While individual interventions offered modest improvements, a combined strategy integrating multiple approaches significantly reduced occupancy rates and patient transfers. This research underscores the need for a multifaceted approach to address neonatal care challenges and highlights the potential of simulation modeling as a tool for informed decision-making in healthcare resource management. The study’s insights offer a pathway toward sustainable neonatal care despite ongoing constraints.

Earthquakes are among the most devastating natural disasters, causing widespread damage, particularly in urban areas. A critical but often overlooked component of post-earthquake emergency response is the role of debris removal in the initial response phase. While debris removal is typically treated as part of long-term recovery, its immediate integration could enhance access to casualties, enabling faster medical care. This study investigates the impact of different debris removal strategies on the effectiveness of emergency response in urban settings using an Agent-Based Model (ABM) developed on the NetLogo platform. The model simulates a virtual city, "Quakecity," with realistic urban features, including road networks, hospitals, building damage, and injured resident distribution.

Two primary debris removal strategies were tested: one based on population density and the other on proximity to hospitals. Additionally, the potential use of army vehicles for casualty transportation was examined. These strategies were evaluated under two earthquake scenarios, varying levels of resource availability for both ambulances and debris removal equipment, measured by assisted residents and unreachable residents.

Results demonstrate that ambulance capacity has a more significant impact on the number of assisted residents than debris removal alone, although both strategies improve response effectiveness, particularly in high-damage scenarios. The hospital-proximity strategy was most effective when resources were plenty, while differences between strategies diminished in resource-constrained conditions. The introduction of army vehicles as supplementary casualty transporters proved highly effective. This research highlights the importance of adapting emergency response strategies based on available resources and the potential benefits of incorporating debris removal into the immediate response phase.

The increasing presence of vehicle automation is transforming freeways into environments of mixed traffic, where vehicles of varying autonomy levels interact. Before all vehicles become fully autonomous, a transition will be made that causes a high mix of those autonomy levels. Therefore, this thesis researches the impact of different levels of vehicle automation on traffic performance and safety on a multi-lane freeway with an on-ramp. Microscopic simulation is utilised to explore how varying levels of vehicle automation, while taking human driving factors into account, affect traffic flow, speed, density and dangerous car-following interactions.
Currently, the majority of vehicles are defined as level 0 vehicles. This does not mean that these vehicles have no automated features at all but the Advanced Driver-Assistance Systems (ADAS) only provide temporary support such as an emergency brake. This is different for level 1 vehicles where the car-following driving tasks are automated and for level 2 vehicles both the car-following and lane-changing tasks are automated to support the driver. Level 3 vehicles are conditionally autonomous where all driving tasks are automated. The study aims to fill the knowledge gap in understanding the impact of these mixed traffic conditions on overall traffic dynamics.
To simulate the varying levels of automation, the study utilizes OpenTrafficSim (OTS), a microscopic traffic simulation software that incorporates a mental model to realistically represent human driving behaviour. This allows the simulation to account for human factors such as reaction time, perception, cognitive workload, and distractions, which are crucial in differentiating human drivers from automated vehicles. Four automation levels (0, 1, 2, and 3) defined by the Society of Automotive Engineers are modelled for specific driving characteristics within the freeway environment. Model parameters are adjusted for each level based on literature findings and practical considerations.
Simulation results indicate that the introduction of level 1 and level 2 vehicles, characterised by larger headway values, can negatively impact traffic performance but also result in less dangerous car-following behaviour. The increased headway leads to disruptions in traffic flow and an earlier onset of congestion. However, as the penetration rate of level 3 vehicles increases, traffic conditions significantly improve, with higher mean speeds, reduced travel times, and increased traffic flow observed. These findings highlight the potential benefits of higher levels of automation in enhancing traffic performance and safety.
The study also examines the impact of driver distraction on traffic performance and safety. By simulating both in-vehicle and roadside distractions, the research demonstrates that higher cognitive workloads can lead to more disruptive driving behaviour. As automation levels increase, the negative effects of distraction are mitigated.
Overall, this research provides valuable insights into the complexities of mixed traffic with varying automation levels. It demonstrates that while the transition phase may present challenges, higher levels of vehicle automation can significantly improve both traffic performance and safety on multi-lane freeways. Special emphasis is given to accurately simulating human driver behaviour and suggestions are made for future research, including the need for a dual-perception framework for more accurate modelling of level 1 vehicles and further investigation into the impact of different distraction types.

The Nederlandse- Voedsel en Warenautoriteit (NVWA) asked the at-first-sight simple question of how to combine risk-based and random methods for inspection. Risk-based and random inspection methods have contrasting incentives. Risk-based inspection increases efficiency and allocates resources efficiently but fails to regulate low and emergent risks. Random inspection tackles unforeseen and emerging risks, ensures representativeness and prevents bias but fails to detect food hazards and non-compliance with food safety laws efficiently. A void in the literature exists on how to address the question of the NVWA. The supposedly simple question thus appeared to be a rather complex one. The research develops guidance for food safety authorities in combining risk-based and random methods through a design science approach combined with a systems view to retrieve a complete understanding while allowing it to narrow down to practical guidance.

The first step to address the literature void is the development of the construct of inspection strategy based on design science cycles fueled by literature and interviews with regulatory authorities. The following definition of the construct is retrieved: an inspection strategy entails selecting and combining methods based on inherent considerations and operationalization on contextual considerations. The construct of inspection strategy is placed between inspection method selection and food safety regulation. The construct serves as a common language and shared understanding for food safety authorities.

The systems view is introduced to understand why inspection strategy design is complex for food safety authorities because of its context. Literature shows there is value in taking a systems view to regulation. In fact, the complex systems view applied to food safety regulation brought forward systems characteristics to consider in inspection strategy design, including adaptive, emergence, unpredictable and goal-seeking. The systems view showed that an inspection strategy is to be designed within the context of food safety regulation that is continuously changing in an unpredictable manner because of emerging food safety risks. Consequently, the complex systems view provided direction on how guidance for food safety authorities designing an inspection strategy within food safety regulation is to be developed.

Following the definition of inspection strategy and the exploration of the system complexities of the food safety regulation context, the requirements for an inspection strategy are identified. The requirements originated from the systems map, interviews and literature. Fourteen requirements are defined with corresponding categories and priorities. Based on the requirements, a visual framework is constructed, providing an overview of the considerations for food safety authorities designing an inspection strategy. The framework, when applied to strategies, exposes potential trade-offs. The framework respects the complexities of the previously uncovered complex system characteristics by providing insight without imposing rigid standards.

Guidance for food safety authorities is developed based on the previous findings. The guidance is twofold. First, a scale of encountered inspection strategies from random to risk-based is evaluated based on the requirements framework, guiding food safety authorities by providing insight into the associated trade-offs and helping them select a strategy. Second, questions are developed to guide food safety authorities before, during and after the design of an inspection strategy. Food safety authorities have to implement the guidance themselves.

Ultimately, the research holds potential for food safety authorities to improve their inspection strategies combining risk-based and random methods when implementing the guidance. Consequently, improving the state of food safety in an accountable, applicable, feasible and adaptive manner. Through validation is confirmed that the guidance is helpful for the NVWA. Furthermore, the research produces academic value by creating a common language in the academic field through the construct of an inspection strategy and by demonstrating the utility of systems thinking for regulation. The recommendation stands to implement the guidance, include participatory methods, validate with various food safety authorities and continue applying systems thinking in food safety regulation for future research.

The research was conducted looking into the possibilities of local manufacturing and assembly of medical devices in low and middle-income countries. Desktop research and expert interviews were conducted to learn the operations of medical devices (and other product) manufacturers. The interview process validated the literature study and also brought to light some new information on how medical device manufacturing (both local and international) operates. The research resulted in key drivers and inhibitors that companies need to consider when shifting their operations (or not) to low and middle-income countries.

The sustainability of the Dutch healthcare system is under severe pressure with increasing expenditure, more demand for care and a shortage of healthcare professionals. In the current healthcare system, providers are rewarded for increasing volume, but not for adding value, which only exacerbates the situation. Value-based healthcare (VBHC) is a candidate framework to reform the current healthcare system into an outcome-based system. Information systems are essential for the implementation of VBHC to execute outcome and cost measurements and collaborate across the care cycle. A literature review shows that there is a knowledge gap in the scientific literature to the architectures and components for such value-enabling information systems. This thesis aims to fill that gap by identifying and designing the essential components for a value-enabling IT architecture for the Dutch healthcare system.
The Information Systems (IS) research framework of Hevner et al. (2004) is adopted to guide the research. The environmental analysis shows several deficiencies in the as-is architecture for VBHC including a lack of patient-centredness, inaccessible or unavailable data, and complex to extract and integrate data. Preliminary semi-structured interviews reveal that, besides IT barriers, there is a deeply rooted trust issue among stakeholders which hampers successful implementation of VBHC. It is found that trust is often related to transparency and can be managed. Increasing transparency in the healthcare architecture would allow for (i) continuous quality improvements, (ii) improved decision-making, (iii) positive financial stimulus and (iv) patient empowerment. The design activities aim to facilitate VBHC through integrating components that reduce or eliminate the IT barriers and increase transparency. Another round of semi-structured interviews is carried out to find the principles, requirements and components for the design. The overall design developed uses three types of environment: a Healthcare Information System (HIS) used by caregivers, a Personal Healthcare Environment (PHE) used by patients and a Quality Registration System, available to all stakeholders. The design and components are evaluated with an expert panel. The most essential components are: PHE, HIS, Quality Registry system, Clinical building blocks (Zibs), terminology standards, a data integration centre, logging and monitoring services, measurements and evaluations, auditing IT and care processes and an intermediary that stimulates improvement and collaboration. The expert panel reached a consensus that transparency in healthcare would contribute to solving some of the problems, but it will not solve the core problems that lie within the healthcare structure. There are several areas recommended for future research. First, the components should be evaluated with a broader expert panel to increase the validity. Second, the PHE is an essential component, but still in its infancy. It is recommended to further evaluate the utility for VBHC. Third, blockchain technology might enhance the design due to its inherent characteristics that offer transparency. Fourth, further research on the privacy-utility trade-off in the context of VBHC is recommended. Finally, interoperable systems rely on a shared and uniform language. It is recommended to research which standards have the highest potential to facilitate the architecture components.

The Fast Moving Consumer Goods (FMCG) industry is driven by dynamic competition, globalization, and increasing pressure to improve efficiency and customer satisfaction. The increased uncertainty and complexity of coordination, result in the companies’ necessity to innovate and obtain capabilities for responsiveness and decision¬ making. Hereby, creating supply chain visibility is crucial to oppose the problems supply chain managers are dealing with. However, in many cases limited insight exists into how the right information can be collected and how to receive the right information across the supply chain that is accurate, complete, in ¬time, and of high quality. A first step towards strengthening the supply chain visibility of FMCG enterprises, is by assessing the performance of the companies’ supply chain visibility. Therefore, this study aims to design of a comprehensive support tool to assess the maturity of supply chain visibility. An extensive literature study and empirical research is executed to gain insights into the trends, complexity drivers, and critical information in the FMCG industry. Additionally, the main barriers impeding supply chain visibility were investigated. Design science as methodology is used to transform the theoretical knowledge into a digital tool as operational assessment method. This tool was developed during an iterative process existing of two separate analyses: the Visibility Maturity Scan and a Detailed Supply/Demand Visibility Analysis. Validation sessions with FMCG managers were carried out to test the practicality, overall impression, and added value of the digital tools. The managers confirmed that the tool creates awareness for critical areas, identifies critical suppliers/customers, and provides support for setting action priorities. Also, it can be used as a regular health check and benchmark of the organization over multiple years. The Visibility Maturity Scan provides grip for FMCG companies and is valuable during the project definition phase, where critical areas within the supply chain can be identified more easily. It can be placed at the website, sent by email, or used during sessions as starting point for further project proposals. The Detailed Demand/Supply Analysis provides detailed insights into the maturity of customers and suppliers in the business-to-business perspective and can be used as part of a project or detailed analysis. The tool can be used for benchmarking to a limited extent, but is more appropriate to monitor improvement processes within the same organization over time. All in all, the tool offers priorities, constraints, and implications that enterprises face in the transition towards a visible supply chain.

The growing import of illegal products in the Netherlands via container ships causes increased violence, addiction, and tax evasion in the Dutch society. With the current criminal detection practices the Dutch National Police and Dutch Customs do not manage to intercept the majority of the illegal shipments. The resources used by the Dutch Police and Customs for criminal detection do not yet entail information from the criminal risk vs gain trade-off point of view. Therefore, this study set out to research the impact of the criminal risk vs gain trade-off on the international criminal supply chains.

Embeddedreal-time systems that have cost or energy constraints are usually limited inprocessing power and memory. This limitation typically leads to applyingsimpler execution models such as non-preemptive scheduling. A problem with anon-preemptive real-time system is that finding a schedule without causingdeadline misses is NP-hard. Finding a schedule is therefore done with online schedulingpolicies, i.e. policies that make decisions upon arrival or after execution ofa task to schedule the next one. Onlinenon-preemptive scheduling policies are typically priority based, namely, theypick the highest priority job to schedule based on criteria as period or absolutedeadline. These are work-conserving policies which cannot keep the processoridle while there are still pending jobs in the ready queue. Non-work-conservingpolicies allow an idle cpu while there are still jobs in the ready queue. Whilethis increases schedulability, it also has an increased overhead. Current stateof the art policies like Precautious Rate Monotonic (PRM) and Critical WindowsEarliest Deadline First (CW-EDF) have an idle-time insertion policy which caninsert an idle time in the schedule (between the execution of the jobs) whilestill having pending jobs. PRM verifies whether the highest priority job in theready queue is able to finish without causing a deadline miss for the highestpriority task in the system, which is the task with the lowest period. PRMimproves schedulability with increased overhead of O(1).CW-EDF comes with additional overhead O(n log n) in which it verifies ifscheduling the highest priority pending job will result in a deadline miss for thenext job of all other tasks in the system. PRM has low overhead, while CW-EDFhas better schedulability despite having higher overhead. Alimitation of these non-work-conserving policies is the missing support for event-triggeredtask, where jobs are released at unknown time instants. Namely, the existingnon-work-conserving policies are designed for strict periodic tasks. In thisthesis we will introduce a policy which has schedulability as high as CW-EDF,but prior to running the system it detects the critical tasks which have aninfluence on the idle-time insertion policy. We ignore the non-critical tasks duringthe idle-time insertion policy, reducing the runtime overhead. We also introducea policy which will support time-triggered tasks, by using an arrival curvewhich stores the possible behavior of the event-triggered task. With this arrivalcurve we will reduce the number of deadline misses compared to the existingnon-work-conserving policies.  

Port call efficiency (PCE) is an important factor in the port choice of shipping lines. This research strives to contribute to the current work on PCE optimization. This is done by applying relative new techniques on port call related data. A combination of process mining (PM) and discrete event simulation (DEVS) is explored, with the Port of Rotterdam as a case study, to determine how they can contribute to identifying and assessing policies that improve port call efficiency. It is concluded that PM can be used as a tool for monitoring a port’s behaviour and spotting bottlenecks, from which port call efficiency policies are derived. Furthermore, it proved to be a useful method for conformance checking the event engine. In order to assess the identified policies, a discrete event simulation model is created, using a model structure, identified through PM. A policy is tested, where all the tugboats in the port work together as one fleet, instead of multiple fleets. From this, it is concluded that this method is successful in assessing scenarios, whose results can be translated back to real-live decision making.

Financial services industry which used to be relatively traditional is in the midst of change caused by the emergence of FinTech, forcing traditional firms to improve its innovation effectiveness. There exist various studies on corporate entrepreneurship, especially on the fuzzy front-end. However, studies on the back-end phase of innovations for financial services is still severely limited. This study attempted to increase our understanding of factors influencing the innovation outcome, as well as to explore possible solutions to increase effectiveness. A total of twelve factors were identified from literature.

Through an explorative case study and practitioners interviews, the influence of these twelve factors in real-life working situation are determined. The case study was undertaken at a major European bank. Meanwhile, expert interviews were conducted with practitioners from various traditional financial services firms and the academic field. Based on the empirical result, five drivers and three barriers are identified. Several factors are quite applicable for innovation in general, although others are more specific for the financial services industry. Five improvement points are proposed based on the interviews and further literature review. This research contributes to improving empirical knowledge of factors during the commercialisation of service innovation and providing a basis for further research.

With the rapidly growing service economy, firms must address the fundamental needs of the customers to sustain their competitive advantage. The role of the customer is being increasingly stressed by both academia and practice. However, an important implication from this is to make a distinction between the business customer and the general consumer. The underlying premise of this thesis- that a business-to-business innovation is different from a business-to-consumer innovation stems from the age-old B2B/B2C divide which has received a lot of attention from the marketing literature. This thesis is a three-phased research- with the first phase identifying the differences between service innovations in the business-to-business and business-to-consumer contexts. This phase was carried out through a literature review followed by expert interviews to further enhance the understanding of business-to-business and business-to-consumer service innovations in practice. The results indicated a substantial number of differences along different dimensions such as : market characteristics, innovation processes, the challenges these innovations face and the critical success factors amongst other operational differences. With definitive differences established between the two contexts, the foundation for the next phase was laid. Multiple authors have called for contingency innovation management for better performance based on the context of innovation. While prior work has been done from the contexts of radical-incremental, process-product, explorative-exploitative innovations, there has been meagre attention to the dichotomy of business-to-business and business-to-consumer. Based on the findings from Phase 1, it was posited that a general approach to innovation management in business-to-business and business-to-consumer innovations will not fit. To study and observe this phenomenon in detail, a case-study at ING Labs (the innovation accelerator of ING Bank) was carried out. Six case studies with cases from business-to-business and business-to-consumer contexts were chosen, and the results were analysed following a cross-case analysis. The controls that were being studied were based on the stage-gate control framework consisting of output controls (project timelines and project budget control) and process controls (deliverables and gate evaluations). In the context of ING, the results indicated that controls followed a quasi-fit or a partial-fit with different contexts.In the initial Validation Phase, irrespective of their contexts, the initiatives did not face much challenges. As they progressed, in the Implementation Phase, the business-to-business initiatives particularly face context-specific tensions. However, considering the number of contingencies that further emerged from the research, it can be said that a \textit{ideal fit} between the controls and initiatives would be impractical if not impossible to achieve. In the third phase, recommendations were derived from expert interviews and literature for the tensions that were identified at the intersection of control and innovation.

The aim of this master thesis is to develop a dynamic zone-based traffic model for large areas, using the concept of the Network Fundamental Diagram (NFD), which relates the average internal flow (production) and speed in a zone to the number of vehicles in the same zone (accumulation). The model that has been developed is then applied to the Randstad area, and it is analyzed whether the model is able to reproduce the observed congestion patterns and travel times between the zones.

Global containerised cargo volumes are increasing at a high rate, requiring ports to increase their throughput. Containers are transported to the hinterland by truck, train, or barge. In the ports of Rotterdam and Antwerp, container barges have high in-port times, of which they spend a lot of time ineffectively. This affects these ports’ connectivity with the hinterland. The goal of this research, therefore, is to identify the main causes for, and most promising measures against, high barge in-port times. These causes and measures were gathered by desk research, using scientific literature, technical reports, and interviews with stakeholders.
To assess the importance of different causes and compare different measures, a simulation model was built, based on Rotterdam. Because there are many deep-sea terminals and barges that each make their own planning, and many aspects of the in-port operations are subject to stochastics, Simio was used to make an agent-based simulation model. Although many factors contributing to high in-port times were found in the literature, the majority of them contribute to two overarching causes: there is insufficient barge handling capacity at deep-sea terminals, and coordination problems result in inefficient utilisation of the available capacity. Therefore, many measures that are suggested in the literature aim to mitigate the negative effects of the two main causes.
The current state of the system was replicated in the model, in order to understand the response of in-port times to various system changes. Experiments evaluated changes to terminals’ barge handling capacity by increasing the capacity, or by changing how current capacity is distributed over time. The number of calls barges make on average was changed. Additionally, the effects of market mechanics on the in-port times of barges with different levels of willingness-to-pay were assessed, by auctioning timeslots or allowing barges to submit priority requests. Finally, increased information sharing and instantaneous reservations were implemented as an experiment.
The findings indicate that increasing handling capacity at terminals can strongly improve barge in-port times. Without increasing capacity the system can also be improved by increasing the information that is exchanged between agents, thereby influencing the way agents interact. Finally, implementing a priority system can reliably reduce in-port time for barges willing to pay for that service, without negatively impacting the average in-port times of the whole system.

China is undergoing massive changes in order to tackle their carbon dioxide emissions problem. Aside from the problem of climate change, it is facing another problem – that of air pollution. Use of dirty fuels by residential households such as biomass and coal cause emissions harmful for the environment, as well as to the health of citizens. In order to reduce this, local governments are tasked with inducing a change in household fuel consumption from dirty fuels (such as biomass and coal) to ones that are cleaner and more efficient, such as natural gas or electricity. The ‘lower-tiered’ cities are often left to their own devices in how to implement suitable policies in order to reach these targets. As a result, the policies that are introduced often ensure targets are reached, but also leave citizens without any fuel alternatives, or forces residents to resort to other unhealthy fuels. This research investigates how lower-tier prefectures can stimulate their residents to shift daily energy fuel demand from traditional fuel use to cleaner and more efficient fuels, while preventing the population from unwillingly reducing their total energy demand. The research was performed through a case-study research in the prefecture city of Jingmen in Hubei province. Energy consumption demand behaviour was investigated using a system dynamics model through mechanisms of citizen reaction to energy price level, convenience of fuel consumption, knowledge about clean and efficient energy use and willingness to making a conscious change in consumption. The research finds that the urban citizens are concerned about the effects of fuel consumption on their personal health, while the rural population shows larger concern for the price of fuel and convenience of consumption. A ban on coal will best reduce emissions but it should be implemented in combination with a supportive policy in order to prevent citizens from unwillingly reducing energy demand. Other policies, such as providing an energy subsidy will be less effective and lead to higher levels of uncertainty.

A large increase in containerized maritime transport, bigger ships and bigger call sizes cause the need for container transhipment terminals to increase the volume they can handle without increasing their handling costs and handling time at the terminal. This research aims at deepening the understanding of how this goal can be achieved through integration of an inland port and improving information exchange in the container transport chain.

Improving the accuracy of the estimated time of arrival (ETA) and real time sharing of the berth window are selected as the most promising alternatives to improve the container terminal. A more accurate ETA will improve the productivity of the gangs by reducing the overmanning and undermanning the terminal and by improving the allocation of the ship to shore (STS) cranes. Real time sharing of the berthing window reduces the waiting time of ships at the terminal as ships get notified that they can decrease speed when resources at the terminal will not be available upon arrival. Ships will save bunker costs when reducing their speed. When resources in the terminal are available earlier than the arrival of the ship, ships will get notified to increase speed, improving the utilization of the terminals equipment and workforce, resulting in less handling costs at the terminal.

Using a simulation model in the context of a transshipment terminal in the port of Algeciras, the integration of an inland port is designed. Both the effects of this inland port as improved information exchange are estimated. The turnaround time and gang productivity of container terminals with congested yard can be improved through handling and storing containers at the inland port. This reduces the yard occupancy, improving the productivity of the yard equipment and the STS cranes. A transshipment terminal can be improved by storing long-stay transshipment container at the inland port in addition to handling import and export containers there. Customs facilities should only be implemented at the inland port when transhipment containers are stored there. No dedicated stacks in the yard of the deep-sea terminal for transport towards the inland port should be reserved as it will increase ship turnaround time at the terminal.

Improving the accuracy and real-time sharing of the berth window improves the gang productivity in the terminal. A more accurate ETA decreases the effectivity of sharing of the berth window. Both alternatives do not improve the ship turnaround statistically speaking. Around 2.5% additional volume can be handled in the deep-sea terminal through real time sharing of the berth window. A similar results be achieved by integration of inland port where 2.5% of the transhipment containers and import and export containers are stored. Combining the integration of an inland port with sharing of the berth window increases this number further. These results are case specific and dependent terminal specific properties like dwell times, productivity of the yard equipment and the container split in the terminal.

A distribution network is the pathway that all products and services go through before reaching the end consumer. It consists of interdependent institutions which perform tasks such as inventory carrying, generation of demand and physical distribution. The physical distribution has direct impact on both supply chain costs and customer service and is therefore a key driver when it comes to overall profitability of a firm. The design and management of a distribution network is crucial for companies in order to maintain competitive advantages.
Grocery retailers often have complex distribution networks with many distribution centres and different temperature requirements depending on the goods. The format of the stores varies as well in terms of size, range of products and sales volume. Therefore, the way grocery retailers operate, their retail structure, distribution standards and service requirements differ greatly. Making a choice about appropriate ordering and delivery schemes for grocery retailers is not an easy task. Many factors should be considered such as shelf life of products, their sales patterns and their limited shelf space. Moreover, all possible distribution contributions should be considered. This is, however, not considered to full extent in the literature on the subject so far.

Although the motivational capacity of serious games is well supported in theory, few experimental studies have been conducted so far. This study contributes to this knowledge gap by using a serious game to try and increase the currently low student retention in Massive Open Online Courses (MOOCs). For this, a serious game was specifically designed to influence factors that have shown to influence student retention in other MOOCs. A randomized post-test only control group experimental design was used, in which the impact of the serious game on student retention was evaluated with quantitative and qualitative data from questionnaires and the edX MOOC platform. While it was found that the serious game had a negative impact on the intrinsic motivation of students, it appeared that intrinsic motivation did not influence student retention in this MOOC, therewith explaining why no difference in student retention was observed between the control group and game group. This shows that in order to improve student retention in MOOCs with serious games, further research on factors affecting student retention in MOOCs is required first.