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658.286 --- 658.5 --- SP 2017-2018 --- Intern transport --- Productiebeleid --- OO Productie- en operationeel management --- OF 3 2017-2018 --- OO Operationeel management --- OO Operationeel management en havenlogistiek --- logistiek --- Physical distribution --- productiemanagement --- SP 2018-2019 --- OF 3 2018-2019 --- SP 2019-2020 --- OF 3 2019-2020 --- VP 2019-2020 --- Production management --- SP 2020-2021 --- OF 3 2020-2021 --- VP MA in de HW 2020-2021 --- OO Operationeel management en havenlogistiek (*) --- SP 2021-2022 --- OF 3 2021-2022 --- VP MA in de HW 2021-2022 --- OO Operationeel management (*) --- SP 2022-2023 --- OF 3 2022-2023 --- VP MA in de HW 2022-2023 --- OF 3 2023-2024 --- VP MA 2023-2024 --- SP 2023-2024

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Imaginez un restaurant gastronomique réputé dont les clients exigeraient d’être informés de manière continue de la manière dont progresse la préparation du plat qu'ils ont commandé. Du coup, la moitié du temps de travail des cuisiniers consisterait à informer les clients, au détriment de la qualité de la cuisine... Absurde ? Oui. Mais c’est ainsi que fonctionne l’école. Une institution qui passe plus de temps à dire ce que savent les élèves qu'à les faire progresser. Pire, une institution qui s'habitue à ne savoir des élèves que ce qu'il faut en dire à leurs parents. Comme une médecine dont le principal objectif serait de produire des bulletins de santé.». Voici comment R. Perrenoud résume la vision et le fonctionnement de l’évaluation dans le système scolaire, et je pense fondamentalement que cela suffit pour résumer la situation actuelle. Dans l’inventaire des différentes formes d’évaluation, souvent opposées les unes aux autres, la méthode normative est la plus employée. Il me paraît donc primordial de voir comment envisager l’évaluation en arts plastiques en prenant appui sur mon expérience vécue dans mes stages et surtout quelles méthodes alternatives moins connues existent ou peuvent être inventées par l’enseignant afin de valoriser l'expérimentation et l’erreur.

Pédagogie --- Evaluation

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The growing importance of the urbanization trend and the boom in e-commerce are significant contributors to an increasing intensity of city distribution. Driven by these trends, the increasing vehicle kilometers to procure parcel deliveries have a detrimental effect on the climate change problem. One apparent solution to mitigate this effect is the deployment of new low-polluting vehicles to perform these deliveries. To quantify the climate change impact from a holistic perspective, this thesis develops a model for the life cycle assessment of delivery by drones, diesel vans, electric vans and cargo trikes. This is done by focusing on the deployment of these vehicles for the most popular delivery channel in Belgium, i.e. parcel home deliveries. This assessment leads to the following results. Drones are very efficient on a per distance basis; however, a lack of bundling possibilities confines them to a niche. Batteries for realistic deployment in parcel delivery make up 93% of the drone’s production stage impact and cause the highest life cycle impact per delivery of the discussed vehicles. More importantly, drone delivery in a Belgian context is still far off from any fully operational model because of stringent regulations. An electric van is still more than four times ‘cleaner’ than its diesel counterpart in urban driving conditions. Although it displays a higher production stage impact due to battery production, this does not offset its cleaner operational stage on a per delivery basis. The trike consistently demonstrates environmental superiority and remains a very underrated and capable mode. Shifting all deliveries towards trikes would reduce operational emissions the most, but it still displays higher life cycle emissions per delivery than an electric van due to its lower parcel capacity. This capacity also implies that the trike is still unattractive for some distributors (e.g. higher wage costs), which means that it is unlikely that it will replace all van deliveries merely based on its environmental merits. The developed model can be used by logistic operators and policymakers to assist in reducing environmental impact per delivery. This is possible following quantification of distances travelled, energy consumed and associated life cycle emissions for each vehicle mode, depending on service area characteristics and depot location. In turn, breakeven points and optimal mode split can be calculated.

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In the field of inventory management, a considerable amount of research is devoted to control policies that assume stationary customer demand. Many industries however face demand patterns that exhibit seasonality. In the context of these non-stationary demand patterns, the use of dynamic inventory control policies is recommended in order to achieve the target service levels. This master’s thesis addresses the issue that academic research on dynamic inventory policies is rather limited and often not easy to implement from a practitioner’s point of view by conducting a company case study that aims to optimize inventory control in a classic seasonal demand industry: the ice cream business. The model proposed in this paper uses an (st, Qt)-policy, in which the parameters are adjusted throughout the year, to control the inventory for a number of product families. The reorder quantities, Qt, are optimized using a dynamic EOQ calculation, while the mean average percentage error is used to set the safety stocks and the reorder levels, st. The inventory policy is subsequently tested in a simulation model.