DOCSLIB.ORG

Towards Smart Rural Transport Areas: the SMARTA Project Andrea Lorenzini Giorgio Ambrosino Memex Srl

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Towards Smart Rural Transport Areas: the SMARTA Project Andrea Lorenzini Giorgio Ambrosino Memex Srl Towards Smart Rural Transport Areas: the SMARTA Project Andrea Lorenzini Giorgio Ambrosino MemEx Srl Webinar series June –July 2020 SMARTA Webinar | 17th June 2020 www.ruralsharedmobility.eu 2 The context A quarter of Europe’s population lives in rural areas, that is about 150 million people Naturally diffuse, much higher need for mobility than in urban areas Public transport weak, high dependency on private car Mobility How to live a daily life without a car Traffic generated The issues in rural areas Environment SMARTA | Smart Rural Transport Areas 3 Mobility in rural areas needs attention Cities Depopulation Austerity Ageing measures population Towns and suburbs 27% of Europe’s population means 137 million people, which equates to the population of the 40 largest Metropolitan areas in Europe Rural areas Same level of attention not been paid in transport policy, innovation, capital investment and ongoing subsidy for rural mobility needs Distribution of population (%) by degree of urbanisation, EU-28 Eurostat 2017 SMARTA | Smart Rural Transport Areas 4 The SMARTA Project www.ruralsharedmobility.eu Sponsored by European Parliament Funded through EU Transport Explore ways to ensure sustainable Ministry - DG MOVE mobility by improving shared mobility integrated with public transport services The SMARTA Consortium across different European rural areas 3 Main strands of activities Research Demonstration Engagement Recommendations and Policy Guidelines SMARTA | Smart Rural Transport Areas 5 Rural shared mobility landscape Asset sharing Flexible Transport Services Allows the traveller to utilise/pick- Include a range of services that act as an up a specific means of transport additional layer between conventional (bike, car, e-scooter, etc.) without (fixed route and schedule based) any property issue; users must be transport and personal transport (car or registered. taxi) Fixed-route bus and rail Ride sharing The ‘shared mobility services’ Allows aggregation of the mobility include both the mobility services demand for sharing a ride in the themselves and the supporting same vehicle (e.g. carpooling); services including traveler and/or to use the same service (e.g. information, reservation, payment taxi) together with other persons and operation management. SMARTA | Smart Rural Transport Areas 6 Task1: Research 7-10 pages each “Insight Papers” Analysis of the challenges of mobility in rural areas and the framework in each of the 28 EU countries (including selected EEA states, North America and Australia) “Good Practices” Comprehensive overview of Good Practices in rural shared mobility from around Europe and beyond SMARTA | Smart Rural Transport Areas 7 The Insight Papers: 10 key issues Are there Sustainable Urban Mobility Plans (SUMP) or equivalent for rural areas Which is the layer of Government at which Is there a specific rural mobility/transport rural mobility is primarily determined? policy with objectives and targets? Yes, with specified objectives National and target outcomes Yes, but only with aspirational State / Region goals and without target objectives Municipality/County On what basis does the public transport No give coverage of villages and rural areas? … SMARTA | Smart Rural Transport Areas 8 Insight Papers: preliminary results Some Key Motivations Financing Policy There is near-total absence of specific policy for mobility in rural areas There are different Authority levels acting Different in rural mobility Frameworks There are few obligations to provide rural Organisational Institutional mobility services The organisational arrangements for rural shared mobility are weak Frameworks are not conducive to Regulatory developing rural shared mobility http://ruralsharedmobility.eu/index.php/insight-papers/ SMARTA | Smart Rural Transport Areas 9 Shared Mobility [SM] Task1: Good Practices SUMA,Elba, IT [SM1] SOPOTNIKI. SI [SM2] Demand Responsive Transport [DRT] Alpine Bus –Bus service in tourist Rural Mobility Ring a Link, Kilkenny, IE [DRT1] Shotl Platform, ES Bummelbus (DRT), LU [DRT7] Flexible mobility services in area, CH [SM3] Programmes [MP] [DRT4] Byala, BG [DRT10] Talybont Energy, UK [SM4] Rural Transport Prontobus, Modena Province, IT [DRT2] The Village Bus in Western Region DRT Pilot DRT in rural areas of Programme, IE, [MP1] Kolsillre, SE [DRT5] Stage 1 – AUS [DRT8] Castilla y Leon, ES [DRT11] Rezo Pouce, FR [SM5] ITNAmerica, USA, [MP2] DRT in the region of Middle Tejo, PT [DRT3] RegioTaxi, NL [DRT6] Suffolk Links DRT, UK [DRT9] EcoVolis community bike-sharing, Albania [SM6] CT Program, Ontario, Northern Commute, Limerick, IE Canada, [MP3] [SM7] Fare-free buses, EE, [MP4] Autonomous shuttle in Bad Birnbach, DE [SM8] National MaaS Framework, Bürgerbuses, Baden-Württemberg, FI, [MP5] DE [SM9] Flexi Tec, BE [SM10] Hybrid cases [HYB] (Rail and Bus) Public Transport Network [PT] ArrivaClick On-Demand PT Service, UK [HYB1] SmartMove project in Langadas, GR [PT1] Badenoch&Strathspey Community Transport Krakow Metropolitan Transport, PL Company, UK [HYB2] [PT2] Texelhopper, NL [HYB3] Smart Move in Alba Iulia, RO [PT3] Muldental in Fahrt, DE [PT4] Go-Mobil, AU [HYB4] Donegal Local Link, IE [PT5] SMARTA | Smart Rural Transport Areas 10 SMARTA Report on rural Good Practices Main reference typologies More than 30 GPs in More than 20 rural mobility domain countries covered Available at https://ruralsharedmobility.eu/report-on-rural-good-practices/ SMARTA | Smart Rural Transport Areas 11 Some examples Demand Responsive Transport Services Community-based solutions SMARTA | Smart Rural Transport Areas 12 SMARTA Report on rural Good Practices SMARTA | Smart Rural Transport Areas 13 Task2: Demonstration and Evaluation Validation and evaluation in real-field conditions of effectiveness, efficiency, response, impacts and prospects for shared mobility services connected with public transport Combining travellers more efficiently by different service schemes Long-distance coach Local bus Improving the availability and integration of transport offer and mobility options Carsharing / Ride sharing Bus On-Demand E-hitchhiking Support ITS such as user info, booking, E-Bikesharing ticketing, fleet control, …. MaaS schemes SMARTA Evaluation Framework 4 Layers 1. Enabling factors for change SMARTA Consortium is supporting and engaging 2. Mobility & Accessibility indicators with 13 different sites across Europe 3. Implementation process 4. Feasibility of strategies SMARTA | Smart Rural Transport Areas 14 Task 2: Pilot sites and Good Practices 4 SMARTA Pilot sites 13 Different mobility practices ▪ Ring a Link, Kilkenny, Ireland ▪ School bus and ITS, Toscana Sud, Italy Vejle, DK Vidzeme, LV ▪ RezoPouce, Herault, France ▪ Bürgerbus, Germany Groningen Drenthe, NL Bürgerbus, DE 4 SMARTA2 Pilot sites Kilkenny, IE Bielsko-Biala, PL East Tyrol, AT ▪ East Tyrol, Austria Herault, FR ▪ Municipality of Trikala Brasov, RO ▪ Municipality of Águeda Águeda, PT ▪ Brasov Metropolitan Area Trikala, GR 5 in-depth Good Practices Vallirana, ES Toscana Sud, IT SMARTA | Smart Rural Transport Areas 15 Task 2: Pilot sites and Good Practices 4 SMARTA Pilot sites Ring a Link, Kilkenny Bürgerbus Ireland Germany Who Demand responsive Who Community based and door-to-door transport services in service by a non-profit Kusel District and making, charitable Dreisam Stromer transport organisation What Analysis of different What Integration of business cases and conventional and models shared mobility services Kilkenny, IE Bürgerbus, DE ‘Open door’ school bus, Toscana, RezoPouce Italy France Herault, FR Who Public Transport Who Hitch-hiking service Operator of Arezzo, organized by Grosseto, Siena, Municipalities with Piombino and Val di Rezopouce association Cornia What Evaluation of (new) What Transport services RezoPouce services in dedicated to students 2 areas of Herault Toscana Sud, IT managed with innovative ITS CELSO sytem SMARTA | Smart Rural Transport Areas 16 Task 2: Pilot sites and Good Practices 4 SMARTA2 Pilot sites East Tyrol Austria Who Regional Brasov Management East Tyrol no profit Romania organisation Who Brasov What Expand the existing Metropolitan Águeda car-sharing system Agency for Portugal with four new Sustainable stations and four Development Who Municipality of Águeda, cars & Integrated Portugal What Carpooling ticketing platform that will enable users to offer and book What Expand the electric shared trips bike-sharing system by installing five e-bike East Tyrol, AT parks and 15 e-bikes Trikala Greece Brasov, RO Who e-Trikala (Trikala Municipality) Águeda, PT Trikala, GR What Application for real-time PT information and carpooling options SMARTA | Smart Rural Transport Areas 17 Task 2: Pilot sites and Good Practices 5 in-depth GPs Veijle Municipality, Denrmak Who Veijle Municipality in cooperation with NaboGo Groningen-Drenthe What Implementation of a The Netherlands ridesharing application Vidzeme region Who Groningen-Drenthe Province Latvia Vejle, DK Vidzeme, LV What Mobility hubs for Who Vidzeme Planning Region integration of transport What Pilot of Transport on Demand Groningen Drenthe, NL services services (ToD) in two counties of the region – Mazsalaca County and Alūksne County Vallirana Municipality Bielsko-Biala, PL Spain Who Vallirana City Council, Bielsko-Biala Soler i Sauret PT, Shotl Poland ITS Provider Who Vidzeme Planning Region What Integration of on- demand transport What Pilot of Transport on Demand services with Vallirana, ES Service & Non-Commercial conventional PT Drive Pooling in Bielsko SMARTA | Smart Rural Transport
Load more

Recommended publications
  • Harry T. Reis Curriculum Vitae
    October 2019 Harry T. Reis Curriculum Vitae Contact Information Office: Department of Clinical and Social Home: 752 Meigs Street Sciences in Psychology Rochester, NY l4620 University of Rochester Box 270266 Rochester, NY 14627 Voice: (585) 275-8697 Tel.: (585) 244-6404 Fax: (585) 273-1100 E-mail: [email protected] Website: http://www.psych.rochester.edu/people/reis_harry/index.html Title: Professor of Psychology and Dean's Professor in Arts, Sciences, and Engineering Date of Birth: March 28, 1949 Education B.S. City College of New York, 1970 (cum laude, major in psychology) M.A. New York University, 1972 (social-personality psychology) Ph.D. New York University, February, 1975 (social-personality psychology) Fellowships, Honors and Awards 1966 – 1970 New York State Regents Scholarship 1970 B.S. cum laude, City College of New York 1970 – 1971 National Institute of Mental Health Training Fellowship 1984 Fellow, American Psychological Association (Divisions 8, 9) 1986 – 1987 Faculty Mentor, University of Rochester (College of Arts & Science) 1988 Charter Fellow, American Psychological Society 1991 Fulbright Senior Research Fellowship (Netherlands) 2000 University of Rochester Bridging Fellowship (Fall) 2002 President (elected position), International Society for the Study of Personal Relationships. 2003 Named to Golden Key International Honor Society (Faculty) 2006 Distinguished Contribution to the Society Award, Society for Personality and Social Psychology 2007 President (elected position), Society for Personality and Social Psychology
    [Show full text]
  • A Geological History of Groningen's Subsurface
    A geological history of Groningen’s subsurface Erik Meijles, University of Groningen Date June 2015 Editors Jan van Elk & Dirk Doornhof Translated by E.L. Howard General introduction Ground acceleration caused by an induced earthquake is strongly dependent on the composition of local shallow soils. NAM commissioned Deltares to conduct a detailed survey of the shallow subsurface above the Groningen gas field. The survey focuses on Quaternary geology with an emphasis on the upper 50 metres. This report provides an introduction to Groningen’s Quaternary geology as a background to the comprehensive Deltares report, which has culminated in a detailed model of Groningen’s shallow subsurface. This report was written by Dr ir Erik Meijles, Assistant Professor of Physical Geography at the University of Groningen. Wim Dubelaar, Dr Jan Stafleu and Dr Wim Westerhoff of TNO Geological Survey of the Netherlands (TNO- NITG) in Utrecht assisted with editing this report and provided a number of key diagrams. Title A geological history of Groningen’s subsurface Date June 2015 Client NAM Author Erik Meijles, Assistant Professor Edited by Jan van Elk of Physical Geography and Dirk Doornhof Organization University of Groningen Organization NAM Significance for Research theme: earthquake Predicting ground acceleration research Explanation: Ground acceleration caused by an induced earthquake is strongly dependent on the composition of local shallow soils. NAM commissioned Deltares to conduct a detailed survey of the shallow subsurface above the Groningen gas field. This survey focuses on the Quaternary geology of Groningen with an emphasis on the upper 50 metres. Directly This research serves as background to the report entitled ‘Geological schematisation of related the shallow subsurface of Groningen’ written by various Deltares staff members.
    [Show full text]
  • Serving the Northern Netherlands Groningen Airport Eelde the Northern Netherlands: Groningen, Drenthe, Friesland
    Serving the Northern Netherlands Groningen Airport Eelde The Northern Netherlands: Groningen, Drenthe, Friesland 10% of Dutch population The Guardian: Groningen happiest city of Europe From Cow to Google Groningen Airport Eelde (GRQ) is the only airport in the densely- populated Benelux/ Northwest Germany region that does not overlap catchment areas with other airports. GRQ is not slot-constrained and has capacity for growth. Copenhagen 2019 2014 London Best in class in Diary; Milk reservoir of Europe Worldclass Research Institutes; Agribusiness Van Hall Larenstein and University of Groningen International trade Nobel prize winning research (nanotech) Life Science, Modern and innovative business cluster Health & Medical Largest University Hospital in the Netherlands (12,141 employees) Organ Transplantation Hotspot Technology Abundance of feedstock Large scale green energy Energy Transition development Power to gas (Hydrogen) and Biobased Green dataport Eemshaven (data center development) Chemicals Green energy supply; 600 MW Gemini Wind International fiber connections Home to the smartest production facilities in the world World class materials research (Zernike Institute) High tech industry Big data Fleet management & Crewing Maritime sector Specialty ship building Tourism Culture Sports Within 30 minutes – 575,000 inhabitants Within 45 minutes – 1,279,000 inhabitants Within 60 minutes – 2,079,000 inhabitants Major leakage effect Minor leakage effect Route potential from GRQ Leakage analysis results Currently Destination Name Upper range
    [Show full text]
  • Main Results Test with Hydrogen Train in Groningen
    MAIN RESULTS TEST WITH HYDROGEN TRAIN IN GRONINGEN CONTENTS Main Results of the Hydrogen Train Test in Groningen Result of test with hydrogen train in Groningen .......................................................4 The Test Dispensation .................................6 The Trial Runs ................................................7 The Refueling Process ..............................17 Press- and Public Information Day ........21 RESULT OF TEST WITH HYDROGEN TRAIN IN GRONINGEN At the start of 2020, after a long preparation period of as much as one and a half year, the Province of Groningen, together with various partners, did a feasibility study in the form of a pilot test with a hydrogen (battery) train (running on green hydrogen) to explore whether this could be a full-fledged sustainable alternative to the current diesel trains. The Province of Groningen sees an important role for green hydrogen • For greening the chemical sector (raw material). • As a fuel in heavy mobility (buses, trains, trucks, ships, aircraft). • As an essential piece of the puzzle regarding energy transition (storage, transportation). • This will also create new economic opportunities and employment. Pilot The trial runs were done on the track between Groningen and Leeuwarden during nighttime for a period of two weeks, with a passenger train running on green hydrogen. During the tests, the train ran a number of times at normal speed – without passengers – alternately as an intercity- and a local train – between the stations of Groningen and Leeuwarden. By these trial runs, practical experience was gained in running on hydrogen. This was the first time a train ran on hydrogen in the Netherlands. The tests focused on, among other things, the actual running, fuel consumption, and refueling.
    [Show full text]
  • University of Groningen Struggling for Recognition and Affordable Housing
    University of Groningen Struggling for recognition and affordable housing in Amsterdam and Hamburg Buchholz, Tino IMPORTANT NOTE: You are advised to consult the publisher's version (publisher's PDF) if you wish to cite from it. Please check the document version below. Document Version Publisher's PDF, also known as Version of record Publication date: 2016 Link to publication in University of Groningen/UMCG research database Citation for published version (APA): Buchholz, T. (2016). Struggling for recognition and affordable housing in Amsterdam and Hamburg: Resignation, resistance, relocation. University of Groningen. Copyright Other than for strictly personal use, it is not permitted to download or to forward/distribute the text or part of it without the consent of the author(s) and/or copyright holder(s), unless the work is under an open content license (like Creative Commons). The publication may also be distributed here under the terms of Article 25fa of the Dutch Copyright Act, indicated by the “Taverne” license. More information can be found on the University of Groningen website: https://www.rug.nl/library/open-access/self-archiving-pure/taverne- amendment. Take-down policy If you believe that this document breaches copyright please contact us providing details, and we will remove access to the work immediately and investigate your claim. Downloaded from the University of Groningen/UMCG research database (Pure): http://www.rug.nl/research/portal. For technical reasons the number of authors shown on this cover page is limited to 10 maximum. Download date: 28-09-2021 Struggling for recognition and affordable housing in Amsterdam and Hamburg: resignation, resistance, relocation Tino Buchholz dedicated to M ISBN: 978-90-367-8973-8 Copyright © 2016, Tino Buchholz.
    [Show full text]
  • Province House
    The Province House SEAT OF PROVINCIAL GOVERNMENT Colophon Production and final editing: Province of Groningen Photographs: Alex Wiersma and Jur Bosboom (Province of Groningen), Rien Linthout and Jenne Hoekstra Provincie Groningen Postbus 610 • 9700 AP Groningen +31 (0)50 - 316 41 60 www.provinciegroningen.nl [email protected] 2020 The Province House Seat of Provincial Government PREFACE The present and the past connected with each other. That is how you could describe the Groningen Province House. No. 12 Martinikerkhof is the ‘old’ Province House, which houses the State Hall where the Provincial Council has met since 16 June 1602. That is unique for the Netherlands. No other province has used the same assembly hall for so long. The connection with the present is formed by the aerial bridge to the ‘new’ Province House. This section of the Province House was designed by the architect Mels Crouwel and was opened on 7 May 1996 by Queen Beatrix. Both buildings have their own ambiance, their own history and their own works of art. The painting ‘Religion and Freedom’ by Hermannus Collenius (1650-1723) hangs in the State Hall and paintings by the artistic movement De Ploeg are in the building on the Martinikerkhof. The new section features work by contemporary artists such as Rebecca Horn. Her ‘The ballet of the viewers’ hangs in the hall. The binoculars observe the entrance hall and look out, through the transparent façades, to the outside world. But there is a lot more to see. And this brochure tells you everything about the past and present of the Province House.
    [Show full text]
  • CHRISTIAEN COEVERSHOFF (Groningen 1595– the Hague 1659)
    CHRISTIAEN COEVERSHOFF (Groningen 1595– The Hague 1659) “Elegant Portrait of a Young Boy with Amulet” oil on panel 97.7 x 74.7cm Signed Work and Dated Work with Inscription “Aetatis sua jen fen ha anno 1633” For the month of November, the Soraya Cartategui Gallery is pleased to present you this very special and delicate portrait by the enigmatic Dutch painter Christiaen Coevershoff. The artist was born in Groningen in 1595 and died in The Hague at the age of sixty-four. Coevershoff specialized in portraiture and Christian religious representations and was most active in the cities of Amsterdam, Enkhuizen, and The Hague. Documentation of the time show that Christiaen Coevershoff was married to Janneke Seghers in Amsterdam in 1617. After having children in 1619 and 1621, the family disappeared from Amsterdam. A notarial act of 1639 shows that Coevershoff was then living in the city of Enkhuizen, where he produced some signed portraits. Further documentation indicates that Coevershoff was remarried in The Hague, but under the alias of Cornelis Jansz van Groningen and without indication of his previous marriage. It is likely that he took an assumed name to avoid paying the maternal portion to his daughter. Furthermore, despite his rather tenuous financial condition, Coevershof appropriated the title of Joncheer (a Dutch honorific of nobility) and changed his age. He second wife was Catharina Hellemans, daughter of the goldsmith and jeweler Cornelis Hellemans. In 1656, Couvershoff was one of the founding members of the Confrerie Pictura in The Hague. He died between January 28 and August 26 in 1659 at approximately 63 years old.
    [Show full text]
  • A Short History of Holland, Belgium and Luxembourg
    A Short History of Holland, Belgium and Luxembourg Foreword ............................................................................2 Chapter 1. The Low Countries until A.D.200 : Celts, Batavians, Frisians, Romans, Franks. ........................................3 Chapter 2. The Empire of the Franks. ........................................5 Chapter 3. The Feudal Period (10th to 14th Centuries): The Flanders Cloth Industry. .......................................................7 Chapter 4. The Burgundian Period (1384-1477): Belgium’s “Golden Age”......................................................................9 Chapter 5. The Habsburgs: The Empire of Charles V: The Reformation: Calvinism..........................................10 Chapter 6. The Rise of the Dutch Republic................................12 Chapter 7. Holland’s “Golden Age” ..........................................15 Chapter 8. A Period of Wars: 1650 to 1713. .............................17 Chapter 9. The 18th Century. ..................................................20 Chapter 10. The Napoleonic Interlude: The Union of Holland and Belgium. ..............................................................22 Chapter 11. Belgium Becomes Independent ...............................24 Chapter 13. Foreign Affairs 1839-19 .........................................29 Chapter 14. Between the Two World Wars. ................................31 Chapter 15. The Second World War...........................................33 Chapter 16. Since the Second World War: European Co-operation:
    [Show full text]
  • Public Transportation “Made by OV- Bureau” How Do We Do It ?
    Public Transportation “Made by OV- bureau” How do we do it ? London 2017, June 8th ir. Erwin Stoker Manager PT development Outline Introduction • Public transportation in the Netherlands • Public transportation in Groningen Drenthe • Franchising history Cases 1. Joint development and business cases 2. Buses 3. Bus depots 4. Personnel 5. Concession Management 6. OV-chipcard and national datawarehouse public transportation I won’t bite ! Concession = Franchise Public transportation in the Netherlands PT in the Netherlands National railways (Main network) Operator: - NS Nederlandse Spoorwegen - 100% public company - Negotiated contract 2015-2025 - Ministry of Infrastructure and Environment Tracks: - Prorail - 100% public company - Negotiated contract 2015-2025 - Maintenance and extensions - Ministry of Infrastructure and Environment PT in the Netherlands: Regional PT 14 responsible public bodies - 12 provinces - Rotterdam/The Hague - Amsterdam Modes: - Regional rail - Metro - Tram - Bus Responsible for tracks/road: - Local or regional road administration Wet Personenvervoer 2000 (PT bill 2000) - Privatisation of (former) provincial and city public transport (bus) companies - Obligation for PTA to franchise all public transportation from 2000 - Exclusive right for 1 operator in a certain area or on a certain line PT in the Netherlands: PT franchises (2017) All bus contracts franchised (Except Rotterdam/The Hague and Amsterdam: negotiated contract) Public transportation in Groningen and Drenthe Population Groningen 570.000 (City of Groningen
    [Show full text]
  • The Dutch Golden Age and Globalization: History and Heritage, Legacies and Contestations Joop De Jong Maastricht University
    Macalester International Volume 27 Global Citizenship: Human Rights, Urban Diversity, and Environmental Challenges (FDIS 2011: Article 7 The Hague) December 2011 The Dutch Golden Age and Globalization: History and Heritage, Legacies and Contestations Joop de Jong Maastricht University Follow this and additional works at: http://digitalcommons.macalester.edu/macintl Recommended Citation de Jong, Joop (2011) "The Dutch Golden Age and Globalization: History and Heritage, Legacies and Contestations," Macalester International: Vol. 27, Article 7. Available at: http://digitalcommons.macalester.edu/macintl/vol27/iss1/7 This Article is brought to you for free and open access by the Institute for Global Citizenship at DigitalCommons@Macalester College. It has been accepted for inclusion in Macalester International by an authorized administrator of DigitalCommons@Macalester College. For more information, please contact [email protected]. The Dutch Golden Age and Globalization: History and Heritage, Legacies and Contestations Joop de Jong I. Context In 1579, seven of the seventeen Provinces of the Netherlands unenthusiastically declared their independence from the Habsburg King of Spain, to form the United Provinces, also known as the Union or the Dutch Republic. The new country achieved full international recognition in 1648, even though many states recognized its sovereignty much earlier. The Dutch Republic was small in both size and population. It covered more or less the same territory as the present Dutch state, and had approximately 1.5 million inhabitants in 1600, and about 1.9 million by 1700.1 In 1600, France had 18 million inhabitants, Spain (including Portugal) 11 million, and Great Britain 7 million.2 The province of Holland contributed some 45 percent of the country’s total population.
    [Show full text]
  • Erwin Stoker Program Manager PT Development Public Transport Authority Groningen and Drenthe
    Erwin Stoker Program Manager PT Development Public Transport Authority Groningen and Drenthe PT bus contracts 5.600 km2 PT Operator € 114,5 mln > 1 mln inhabitants Per year (Groningen 220.000) € 57 mln.€ 57,5 mln. subsidies passenger Groningen revenues Groningen 90 km Passengers Passenger kilometers 27 mln 290 mln per year per year Assen 360 buses Drenthe CO2 emissions (2017) Emmen 70 km 113 grams per passenger kilometer ZE Strategy: different solutions naar Borkum Schiermonnikoog Eemshaven Roodeschool Lauwersoog Uithuizen Usquert Warffum Eenrum Leens Baflo Ulrum Middelstum Delfzijl Zoutkamp Winsum Stedum Loppersum ‘motorwaybus’ Appingedam Bedum Sauwerd Ten Boer ? (Hydrogen?)600-800 km/day Buitenpost Wagenborgen Siddeburen Grijpskerk Zuidhorn Groningen 60 km/h Slochteren Qliner Grootegast Hoogkerk Harkstede Nieuweschans Leeuwarden Surhuisterveen Haren Leek Scheemda HOV ‘BRT’ Zuidbroek Eelde- Hoogezand- Paterswolde Sappemeer Winschoten Marum Roden Bellingwedde Snelweg en stad Drachten Veendam Zuidlaren Pekela’s Electric Vries 400-600 km/day Haulerwijk Norg Annen Vlagtwedde Q-link 35 km/h Gieten Oosterwolde Assen Stadskanaal Appelscha Heerenveen Smilde Musselkanaal Regional bus Borger 250-500 km/day Exloo Ter Apel ? (Hydrogen/electric?) Beilen 30km/h Westerbork Diever Dwingeloo Emmen Regional regional Zweeloo Steenwijk Sleen Netwerkvisie OV Groningen, Ruinen Groningen Drenthe Klazienaveen Nieuw-Amsterdam and Augustus 2015 Hoogeveen Assen, Emmen Dalen Meppel Electric Zuidwolde Coevorden Schoonebeek 150-300 km/day Legenda City city 18 km/h
    [Show full text]
  • The Liberation of Groningen: the Diary Account of Theo Polman
    Canadian Military History Volume 26 Issue 2 Article 5 2017 The Liberation of Groningen: The Diary Account of Theo Polman Greg Sennema Follow this and additional works at: https://scholars.wlu.ca/cmh Part of the Military History Commons Recommended Citation Sennema, Greg "The Liberation of Groningen: The Diary Account of Theo Polman." Canadian Military History 26, 2 (2017) This Feature is brought to you for free and open access by Scholars Commons @ Laurier. It has been accepted for inclusion in Canadian Military History by an authorized editor of Scholars Commons @ Laurier. For more information, please contact [email protected]. Sennema: The Liberation of Groningen The Liberation of Groningen The Diary Account of Theo Polman GREG SENNEMA Abstract : The city of Groningen in the Netherlands was liberated by the 2nd Canadian Infantry Division during the final month of the Second World War. While the battle was not significant to the outcome of the war, the combat was nonetheless significant for both the participants, as well as the citizens who lived through four days of fierce street fighting. Using his grandfather’s detailed diary, and with references to the War Diaries of some of the battalions involved, the author describes the experience of one family that huddled in their home through the battle, and their interactions with Canadian soldiers after the fighting stopped. HE LIBERATION of the Dutch city of Groningen by the 2nd TDivision of the 2nd Canadian Corps does not get much attention in Canadian military history, let alone world history. In the scope of the Second World War in its brutal entirety, a four-day battle in April 1945 that cost the lives of 106 civilians, more than forty Canadian soldiers, and around 140 German soldiers, in many respects pales in comparison to the unimaginable mass killings and maelstrom that enveloped the world throughout the preceding five years.1 On the other hand, making comparisons was likely not on the minds of those 1 G.
    [Show full text]