This research was commissioned by the province of Groningen. The province of Groningen asked the question how the quality her bus stop data could be improved.The province of Groningen is ultimately responsible for public transport. The public transport bureau is set up in 2005 to arrange bus transportation. The management of the bus stops, however, is in the hands of the regional and local authorities. The province manages the bus stops along the provincial highways The municipalities are responsible for the other bus stops in the province. The staff who manage the bus stops are called road authorities. Also on this domain the County has to do with laws and policies. The province of Groningen states in its strategic Information plan that it will focus on the quality of its information in the coming years. The different activities within the bus stop management provide different, complex information flows. The complexity has to do with the province that distributes the tasks through several departments and works together with several external partners in the chain.Research, commissioned by the province of Groningen. The province of Groningen asked the question how the quality her bus stop data could be improved.
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Gastopinie over verdwijnen buslijnen en risico's op vervoersarmoede
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Full text via link. De folkband Pater Moeskroen bezong in 1991 moeders instructies voor de risicovolle tocht van ‘Roodkapje’ naar haar oma met het openbaar vervoer in de grote stad. Roodkapje zelf bleef rustig, net zoals reizigers van het Gemeentelijk Vervoerbedrijf (GVB) in Amsterdam dat nu ook doen.
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In Germany, public transport organizations are mainly owned by public authorities. Procurement in Hamburg involves the buses and infrastructure instead of transport services. The procurement process for buses and infrastructure is performed by the transport companies. Such processes must meet German and European public regulations. Therefore, public tender and procurement procedures for buying buses by German Public Transport Operators (PTOs) can be more complex and lengthier than procurement by private PTOs in other countries. As a result, the public transport companies are not primarily driven by profitability, but also by obligations towards the public and political aims. Obligations can comprise to provide affordable, environmentallyfriendly transport services for the citizens. In Hamburg, the public authority incorporates obligations (requirements) for the e-buses in their tendering documents. In Utrecht, as well as most of the rest of the Netherlands, public transport is carried out by private companies, under an operating contract (concession) with a public transport authority. In Utrecht, this authority is the province of Utrecht. The e-buses are the operators’ private property and they are obliged to account to the province of Utrecht for their implementation of public transport. When the province of Utrecht procures the operation of public transport services by means of a European tendering process, private transport companies can offer a bid for this tender. Both, the authority and operators, want to provide good public transport for their customers, but they both have different goals. The operators want to earn a reasonable profit margin on public transport, while the authority wants to fulfil certain public policy goals. The tendering process is where these two come together. It is a strong mechanism to get the best ‘value for money’ out of the market – for example, the most public transport, or the highest number of e-buses running in the area, within the available budget of the public transport authority.
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This research explores the attitudes of children from different socio-economic backgrounds towards cars. This paper explores their projected choices and motivations in the context of (1) post-materialist values; (2) economic constraints; and (3) social status theories; and draws upon survey research among 140 upper elementary school children in the Netherlands between September 2010 and January 2011. Comparative analysis shows that there are significant differences in attitudes of children from different socio-economic backgrounds. Pupils from the affluent predominantly ethnically Dutch schools showed greater awareness of and concern about their parents’ and general use of cars, and less desire to own a car in the future, children from less economically advantaged schools demonstrated lower environmental awareness and concern and more desire to own a car in the future. This study is based on a small sample and indicates a need for large-scale follow-up study of children's attitudes towards cars. https://doi.org/10.1016/j.tranpol.2012.07.010 https://www.linkedin.com/in/helenkopnina/
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Human behaviour change is necessary to meet targets set by the Paris Agreement to mitigate climate change. Restrictions and regulations put in place globally to mitigate the spread of COVID-19 during 2020 have had a substantial impact on everyday life, including many carbon-intensive behaviours such as transportation. Changes to transportation behaviour may reduce carbon emissions. Behaviour change theory can offer perspective on the drivers and influences of behaviour and shape recommendations for how policy-makers can capitalise on any observed behaviour changes that may mitigate climate change. For this commentary, we aimed to describe changes in data relating to transportation behaviours concerning working from home during the COVID-19 pandemic across the Netherlands, Sweden and the UK. We display these identified changes in a concept map, suggesting links between the changes in behaviour and levels of carbon emissions. We consider these changes in relation to a comprehensive and easy to understand model of behaviour, the Opportunity, Motivation Behaviour (COM-B) model, to understand the capabilities, opportunities and behaviours related to the observed behaviour changes and potential policy to mitigate climate change. There is now an opportunity for policy-makers to increase the likelihood of maintaining pro-environmental behaviour changes by providing opportunities, improving capabilities and maintaining motivation for these behaviours.
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Begin 2020 heeft de gemeente Den Haag aan De Haagse Hogeschool (Lectoraat Urban Ageing) gevraagd om samen met Hulsebosch Advies en AFEdemy een integrale monitor te ontwikkelen en uit te voeren waarbij, door middel van kwalitatieve en kwantitatieve methoden, onderzoek wordt gedaan naar de stand van zaken van Den Haag als seniorvriendelijke stad en tevens te kijken naar huidige trends aangaande ouderen. Tevens vroeg de gemeente om de ontwikkeling van een meetinstrument dat in de toekomst eenvoudig bij herhaling kan worden ingezet voor onderzoek: de standaard Age Friendly Cities and Communities Questionnaire (AFCCQ) voor ouderen1. In een stadsenquête en in zogenaamde stadsateliers zijn ouderen gevraagd naar hun bevindingen. In totaal hebben 393 Haagse ouderen meegedaan aan de enquête en 50 aan de stadsateliers. De aan de ouderen gestelde vragen gingen over de volgende acht onderwerpen die volgens de Wereldgezondheidsorganisatie (WHO) gezamenlijk de seniorvriendelijkheid van een stad bepalen: ●Huisvesting; ●Sociale participatie; ●Respect en sociale inclusie; ●Burgerschap en werkgelegenheid; ●Communicatie en informatie; ●Sociale en gezondheidsvoorzieningen; ●Buitenruimte en gebouwen; ●Transport; ● en aanvullend, een negende domein: Financiën. CC-BY NC ND https://www.dehaagsehogeschool.nl/onderzoek/lectoraten/details/urban-ageing#over-het-lectoraat
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In deze publicatie staan twintig bijzondere gebeurtenissen uit 2012 centraal. Het betreffen incidenten, calamiteiten en verstoringen van de openbare orde en veiligheid. Daarmee is niet gezegd dat wij de meest kritieke momenten of crisisachtige gebeurtenissen van 2012 behandelen. Wij behandelen in dit boek een breed palet aan crisissituaties, variërend van klassieke (dreigende) ongevallen en rampen zoals wateroverlast, vervoerscalamiteiten (auto, bus, trein, schip) en aangestoken branden, tot meer afwijkende en atypische gebeurtenissen als de Facebookrellen in Haren, de asbestzaak in Utrecht en de dood van een grensrechter in Almere. Sommige van de in deze bundel opgenomen gebeurtenissen zullen de meeste lezers zich nog wel herinneren, andere gebeurtenissen zijn al weer vergeten. Mogelijk dat de foto’s en tweets bij de casus bijdragen aan de herkenning; beelden blijven immers vaak beter hangen dan woorden. Alle foto’s zijn afkomstig van tweets die ten tijde van de gebeurtenis zijn verzonden en zijn met toestemming van de makers hier opgenomen. Wij hebben er bewust voor gekozen de snelle opkomst van deze nieuwe, sociale media op deze manier te illustreren.
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