1,755,909 research outputs found
Maas terug!: Advies van de Commissie Watersnood Maas (commissie Boertien)
No full textDe Maas in Limburg is anders; anders dan de andere grote rivieren in ons land. Door de eeuwen heen is hier geen samenhangend dijkenstelsel aangelegd. Over de eerste zestig kilometer vanaf Eijsden heeft de rivier het niet-Nederlandse karakter van een rivier in het middelgebergte. Een grillige rivier die in de loop van de tijd steeds meer wordt beteugeld. Door de aanleg van stuwen wordt de Maas een stuk vriendelijker. Als echte topafvoeren lang uitblijven, lijkt het alsof de Maas geheel aan banden is gelegd. Als het afschrikwekkende van de rivier verdwijnt, neemt de mens bezit van het domein van de Maas; een relatief lege ruimte tussen het doorgaans zo smalle blauwe lint en de Limburgse heuvels. Na enkele eerdere hogere afvoeren, komt de Maas in december 1993 weer ècht tot leven. Hevige en langdurige regenval in het Franse en Belgische deel van het stroomgebied leidt tot een topafvoer van ongeveer 3100 m3/s. Grote delen van het Maasdal in Limburg komen onder water te staan. Ongeveer 8000 inwoners moeten hun huis verlaten. De ontreddering is groot. De economische schade wordt op ongeveer f 250 miljoen geraamd. Tegen deze achtergrond is de Commissie Watersnood Maas ingesteld. De commissie moet zowel de minister van Verkeer en Waterstaat als het College van Gedeputeerde Staten van de provincie Limburg adviseren over de mogelijkheden om de wateroverlast in de toekomst te beperken.KWP-collectio
Featuring: Prof Angela Maas
No full textIn the Cardiology Masters section of European Cardiology Review, we bring you an insight into the career of a key contributor to the field of cardiology. In this edition, we feature Prof Angela Maas
MaaS Global and Whim: The Future of Transportation
No full textThis study seeks to provide knowledge if MaaS Global and its application Whim is the future of transportation. The goal of this study is to see how the Whim application has already affected transportation in Helsinki and will it in future be the better alternative to private car ownership.
The theoretical framework is based on MaaS Global’s own articles, speeches at transportation events and research they have made. As well as theoretical books about studying the future, transportation and megatrends.
The study was conducted with the help of articles, listening to speeches at events and reading interviews from MaaS Global. Data was gathered through articles from MaaS Global CEO Sampo Hietanen and attending events that Sampo was speaking at.
The analytical approach for the research was futures research, a semi-structured/unstructured interview to find out from MaaS Global’s employees, what they think and predict the future is for MaaS Global and Whim.
The findings revealed that MaaS Global and Whim has challenges to overcome but is prepared for them and working towards making solutions for them.
In conclusion MaaS Global has more opportunities than threats and will most probably make the company the future of transportation and changing the mindset of owning your own car to sharing
Mobility as a Service - MaaS [Elektronisk resurs] : Describing the framework
No full textMobility as a Service is a quite novel term and has not a commonly agreed definition yet. In this report we use the term Combined mobility services to describe a service offering, including public transport in combination with other transport modes such as taxi, car-sharing, bike-sharing etc.The drivers for the change in how we will consume mobility are multiple, but the report discusses Societal trends such as Urbanisation ad climate change and sharing economy, Economical trends such as excess capacity and new payment systems together with technological development as enabler for the transition. New mobility services are constantly entering the market, and one of the most well-known is UBER. The limousine brokering service that, based on a technological platform have expanded around the world and also in terms of the service offering, now offering services covering the taxi-segment and now starting to offer services very close to public transport.The auto-makers are starting to grasp a possible different future, and are launching mobility services such as car-pool, free-floating car-pools and simplified car-owning schemes.Especially in the Nordic countries, the concept of MaaS is taking of, with services like Ubigo, which was piloted in Goteborg during 2014 and MaaS.fi, a Finnish MaaS-service to be started in 2016 in Finland with the goal of a global expansion. Telecom actors like Ericsson and Sonera are also active in this area. In Sweden, the public transport sector is analysing which role they should take in the MaaS-actor-ecosystem, and in Västra Götaland, a pre-commercial procurement of combined mobility services is scheduled for 2016. On a European level, the MaaS-alliance, supported by ERTICO[1], was formed during 2015 with the aim to stimulate the implementation of MaaS in Europe. EU also supports the concept by issuing a specific topic for MaaS in the 2016 H2020 mobility call.There are also a series of research-project ongoing, especially in Sweden and Finland, studying MaaS from a institutional, business and technical perspective. However, few studies are currently researching the sustainability effects of MaaS, even though initial studies indicates that MaaS, if designed bad, also can have negative environmental effects. Mobility as a Service can be designed in different ways and with different types of actors as the lead. If the public transport should be the coordinator of MaaS or a facilitating collaborator is discussed in the report. The report argues that public transport can provide a better stability of such a service (compared to a commercial MaaS operator), but also that public transport do not have the same flexibility in service offering as an external actor, and that they may attract more public transport users than car-owners to the service, in which case the environmental effects can be negative. The report also argues that if MaaS-service is subsidized (other than the services provided by PT), it can also lead to negative rebound effects, and if it is NOT subsidized, there are less reasons why public transport should organise the MaaS-service.UITP, the international organisation for public transport, have an active process for combined mobility services, CMS,(as MaaS is named in the PT sector) and promotes PT to take an active or even leading role in the establishment of this. In the report, some models are introduced for describing different types of mobility services emerging, and the most important distinction of what the report describes as MaaS, is that a Combined Mobility Service provides a subscription of some kind and possibly also a re-packaging of included services, while integrated public transport mainly gives the user the possibility to plan, book, and pay for the whole journey with several transport modes in one service (app). CMS is therefore both a business model and a technical platform which draws its profitability on the reduction of privately owned cars, whilst integrated public transport represents mainly a technical integration which mainly simplifies the shift between modes for a single trip. Both these versions are often referred as MaaS-services. The eco-system of MaaS, and different actor roles are introduced in the report, showing that there are business opportunities for Maas-operators, platform providers, mobility service providers as well as for public transport if the MaaS-service is designed in a right way. Several institutional barriers are identified in the report, which if addressed, could facilitate a faster introduction of MaaS. The Swedish transport subsidy system is discussed, where subsidizing of cars is allowed, but not the subsidizing of mobility services. The role of public transport and the importance of PT (brand) facing the customer, or if a neutral actor is better in attracting private car-owners to exchange the car for mobility services. The technical matureness of public transport is addressed, while a digitized business process (buying, paying and distributing electronic tickets) is a prerequisite for a commercial MaaS-operator to be able to include public transport in the service offering. Technically, Swedish public transport has a very good position through the work done at X2AB/Samtrafiken, but the policy issues around the possibility for third-party actors to use this, is not yet addressed, especially not on a national level.Finally several areas are identified where more research is needed to fully understand and take advantage of the possibilities with MaaS. The foremost area, where few initiatives have been identified, is the sustainability effects of MaaS. If wrongly designed, MaaS can give environmental effects of the service are negative (e.g making PT users to use more car-pools), and positive effects are gained if citizens are exchanging the owning of a car with subscription of mobility services.Other identified research areas are social factors like accessibility are effected by less car-ownership and the introduction of MaaS, how MaaS can contribute to resource efficiency, how MaaS can be supported by policy integration and other institutional issues. [1] European network for ITS deployment. www.ertico.com</p
Historische geomorfologie Maas en benedenrivieren; Oude Maas, Merwede-Hollandse Biesbosch, Afgedamde Maas en Maaskant
No full textDit rapport geeft een analyse van historisch kaartmateriaal van vier riviertrajecten langs de Maas en haar benedenrivieren gericht op geomorfologische processen en ecotopenverdeling, in samenhang met de ontginningsgeschiedenis en het landgebruik. In de periode 1750-1850 was er in alle onderzochte riviertrajecten nettoaanwas. In stroomafwaartse richting namen op- en aanwassen toe en veranderde het substraat van zand naar slib. Langs de Oude Maas was zeer veel sedimentatie en nauwelijks erosie. Kenmerkende ecotopen waren biezen- en rietgorzen, vloedbos/griend en hoogwatervrije akkers. Het deeltraject Merwede-Hollandse Biesbosch kende veel dynamiek maar een lagere nettoaanwas. Kenmerkende ecotopen waren daar killen/nevengeulen en vloedbos/griend. In de deeltrajecten Afgedamde Maas en Maaskant waren aanwas en erosie relatief gering. Kenmerkende ecotopen waren uiterwaardgrasland en grazige oeverwallen. Langs de Afgedamde Maas kwamen hoge rivierduinen voor. De menselijke invloed op de vier riviersystemen was aangepast aan de intrinsieke ontwikkelingen van de verschillende riviertrajecten
Brief von Louis Spohr an Jakob Maas
No full textBRIEF VON LOUIS SPOHR AN JAKOB MAAS
Brief von Louis Spohr an Jakob Maas (1r
Maas, Georg an Herman Grimm (1 Brief)
No full textMAAS, GEORG AN HERMAN GRIMM (1 BRIEF)
Maas, Georg an Herman Grimm (1 Brief) (Br3813)
Brief 3813 (Br3813
Actieplan Hoogwater Maas
No full textNaar aanleiding van de overstromingen van 1993 en 1995 is internationale samenwerking een absolute noodzaak om tot een duurzame bescherming tegen hoogwater te komen. Het Actieplan Hoogwater Maas is opgesteld door de transnationale Werkgroep Hoogwater Maas (WHM). De doelstelling van het Actieplan is te komen tot een coherent geheel van maatregelen op korte, middellange en lange termijn om mensenlevens te besparen en de schade ten gevolge van overstromingen zoveel als mogelijk te voorkómen of te beperken. Bij de bescherming tegen hoogwater zijn naast het waterbeheer ook ruimtelijke ordening, natuurbeheer en andere beleidsterreinen zoals land- en bosbouw betrokken. Vijf principes liggen aan het Actieplan ten grondslag: 1) Integrale, multidisciplinaire en solidaire actie in het perspectief van duurzame ontwikkeling; 2) Bewustzijn van het gevaar 3) Rekening houden met het water 4) Water vasthouden 5) Ruimte voor de rivier en de zijrivieren De maatregelen van het Actieplan zijn, naast hoogwaterbescherming, gericht op het behoud en herstel van de ecosystemen in het stroomgebied van de Maas. Deze maatregelen zijn sterk toekomstgericht en houden rekening met alle functies van de rivier. In de verschillende Staten en Gewesten in het stroomgebied van de Maas worden op deze principes gebaseerde acties uitgevoerd of voorbereid: het "Plan risque inondations" in Frankrijk, de aanscherping van de "Code Wallon de l'Aménagement du Terntoire, de l'Urbanisme et du Patrimoine" in het Waals Gewest, het verwijderen van de bebouwing in het winterbed van de Maas in het Vlaams Gewest, de samenwerking tussen het Vlaams Gewest en Nederland aan het plan "Levende Grensmaas" en de Nederlandse projecten "Grensmaas" en "Zandmaas". Bovendien besluiten de Ministers de operationele informatie en waarschuwing m.b.t. hoogwater ingrijpend te verbeteren door de ontwikkeling van voorspellingsmodellen en de verbetering van de gegevensuitwisseling tussen operationele centra. Daartoe zullen de Ministers zich inspannen de hiervoor benodigde financiële en personele middelen beschikbaar te stellen.Actieplan Hoogwate
Understanding the potential of MaaS
No full textS.204-215Urban mobility is currently facing a variety of challenges. Increasing emission levels in cities, growing numbers of private vehicles and constantly changing needs and requirements of the population are only some of them. New mobility concepts and business models are currently emerging in response to these volatile conditions, primarily through improvements in IT infrastructure and the profitable collaboration of various players. Mobility as a Service (MaaS) is one of those innovative mobility concepts trying to cope with the current challenges. This paper provides first insights on the characteristics and attitudes of potential MaaS users in order to understand the drivers for a higher willingness to use. The results are gathered with an online survey based on a sample of n = 6000 regular commuters within England, Germany, Czech Republic and Poland. Additionally to the development of a User Behavior Model, the focus also lies on the analysis of undecided users. Comparing the attitudes of participants who show a high willingness to use MaaS with those who are still undecided provides important insights on how to attract a specific audience and increase the usage of Mobility as a Service. The data provides information that the average undecided user is of higher age and has a lower income. Furthermore, the results show significant evidence that the personal opinion towards shared economy, environmental friendliness, and social influence does impact the willingness to use MaaS. Contrary to existing research, travelled distance does not influence the likelihood to use MaaS.2
Opportunities for integration between Mobility as a Service (MaaS) and freight transport: A conceptual model
No full textThis paper explores the potential integration of freight transport into a Mobility as a Service (MaaS) environment. MaaS is a user-oriented service concept providing door-to-door mobility solutions for people. It integrates services of multiple providers, enabling searching, booking, and payment through a single digital platform. Although MaaS is often presented as a great opportunity to increase the efficiency of the overall transport system, its application is constrained to passenger transport. The possibility of combining freight and passenger trips in MaaS might contribute to improving capacity utilization in passenger transport and to reducing freight movements in cities. The aim of the paper is to systematically explore the service models through which integration might take place and to qualitatively assess their potential impact. Based on a suitable conceptualization of what we called MaaS4PaF, i.e. MaaS for Passenger and Freight, we identify relevant logistics segments, propose service models and evaluate these from a multi-stakeholder and sustainability perspective. The analysis results in propositions about the fitness between on-demand freight and passenger systems combined in MaaS, as well as a related research agenda to further investigate the potential of this approach for future sustainable mobility.Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.Transport and PlanningTransport and Logistic
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