The Interreg Europe eBussed project supports the transition of European regions towards low carbon mobility and more efficient transport. The regions involved are Turku (Finland), Hamburg (Germany), Utrecht (The Netherlands), Livorno (Italy), South Transdanubia (Hungary) and Gozo island in Malta. It promotes the uptake of e-busses in new regions and supports the expansion of existing e-fleets. Within the project, there are four thematic working groups formed that aim at delivering a best practices report and policy recommendations to be used in the partner regions. Thematic Working Group 4 (TWG4) focusses on the topics of Procurement, Tendering and Costs of e-busses. As a starting point for TWG4, the value chain for e-bus public transport per region has been mapped. By mapping how the value chain for e-bus public transport works and defining the nature of the issues, problems or maybe challenges per region can be better understood.
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This report summarizes the work done by Thematic Working Group 4 (TWG4) on “Procurement and Tendering” for e-bus deployment. It further analyses the various Good Practices collected by project partners with a reference to the above aspects. This report takes the policy learning one step further and sheds light on regional similarities and differences in practices that have been found functional and worth spreading.
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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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BackgroundIn adolescents with non-pathological and pathological joint hypermobility, gait deviations have been associated with pain and fatigue. It remains unclear what distinguishes the non-pathological form of joint hypermobility (JH) from pathological forms (i.e. hypermobile Ehlers-Danlos syndrome (hEDS) or hypermobility spectrum disorders (HSD). Our objective was to identify discriminative clinical characteristics and biomechanical gait features between adolescents with hEDS/HSD, JH, and healthy controls (HC).MethodsThirty-two adolescents were classified into three subgroups (hEDS/HSD=12, JH=5, HC=15). Clinical characteristics (e.g. pain intensity and surface, fatigue, functional disability) were inventoried.The gait pattern was assessed using a three-dimensional, eight-camera VICON MX1.3 motion capture system, operating at a sample rate of 100 Hz (VICON, Oxford, UK). Spatiotemporal parameters, joint angles (sagittal plane), joint work, joint impulse, ground reaction force and gait variability expressed as percentage using Principal Component Analysis (PCA) were assessed and analysed using multivariate analysis. Multivariate analysis data is expressed in mean differences(MD), standard error(SE) and P-values.ResultsThe hEDS/HSD-group had significantly higher fatigue score (+51.5 points, p = <0.001) and functional disability (+1.6, p < .001) than the HC-group. Pain intensity was significantly higher in the hEDS/HSD-group than the other subgroups (JH; +37 mm p = .004, HC; +38 mm, p = .001). The hEDS/HSD-group showed significantly more gait variability (JH; +7.2(2.0)% p = .003, HC; + 7.8(1.4)%, p = <0.001) and lower joint work (JH; −0.07(0.03)J/kg, p = .007, HC; − 0.06(0.03)J/kg, p = .013) than the other subgroups. The JH-group showed significantly increased ankle dorsiflexion during terminal stance (+5.0(1.5)degree, p = .001) compared to hEDS/HSD-group and knee flexion during loading response compared to HC-group (+5.7(1.8) degree, p = .011).SignificanceA distinctive difference in gait pattern between adolescents with non-pathological and pathological joint hypermobility is found in gait variability, rather than in the biomechanical features of gait. This suggests that a specific gait variability metric is more appropriate than biomechanical individual joint patterns for assessing gait in adolescents with hEDS/HSD.
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In de 70-er jaren en daarna koos de politiek niet voor ‘gratis’ openbaar vervoer, maar koos voor de ‘vrijheid’ van een auto voor iedereen. Dat doen we nog steeds. Als in de politiek over ‘verkeersbeleid’ wordt gesproken, gaat het altijd over ‘autobeleid’. Doe je dat niet dan ben je een ‘autohater’, je doet aan ‘autotje pesten’. Toch heeft overdag vrijwel de helft van de bevolking geen toegang tot het autosysteem, maar is afhankelijk van lopen, fietsen en het openbaar vervoer, dat we tegelijkertijd steeds verder afbreken. Iedereen kan zien dat naarmate er meer privé-auto’s zijn en naarmate we meer autorijden, het verkeer steeds meer vastloopt en onze reisdoelen steeds moeilijker bereikbaar worden. Is dat ons gewenste toekomstbeeld? Overal waar nu twee auto’s staan of rijden, staan of rijden er over vijftien jaar drie? Tijd om het verkeersbeleid te herzien? Of blijven we doorgaan met meer asfalt aan te leggen en meer van de auto afhankelijk te worden, in de wetenschap dat dit het probleem van de bereikbaarheid niet oplost?
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Rapport in opdracht van de gemeente Groningen. Aanleiding voor het schrijven van dit rapport is dat de gemeente Groningen graag wil weten hoe ze met het gebruik van open data het (openbaar) vervoer voor studenten in en naar de stad Groningen kunnen verbeteren. Het onderzoek richtte zich daarom op studenten. In het advies wordt genoemd dat:* Om de studenten van dienst te zijn kan men een applicatie voor smartphone en tablet of een mobiele website ontwikkelen. * Unique selling point is een applicatie waarmee men in één applicatie alle informatie heeft. * Persoonlijk hulpmiddel door een applicatie te laten instellen op persoonlijke voorkeur/routes * Informatie over de drukte in trein ligt bij de Provincie Groningen. * Ontbrekende data over het fietsverkeer kan men verkrijgen met telpunten van de gemeente. This (research) activity is a pilot of Opening Up and has been co-funded by the Interreg IVB North Sea Region Programme
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