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Contents

I- Foreword

II- Subject of the competition

III- Competition theme

IV- Guidelines on project submission1- Calendar2- File contents3- Format for file submission4- Documents to be enclosed5- Grounds for exclusion

V- Context1- Evolution of life in European cities

a- Reduction of nuisanceb- Diversification of travel means and purposesc- Mobility for alld- Return to local life

2- Evolution of collective transport meansa- Railb- Innovative intermediate meansc- The bus

VI- Definition of the bus1- The different existing service levels2- Definition of the bus within the competition framework

VII- Essential functions of the bus1- Bus driving2- Passenger service3- Safety4- Passenger transport5- Information and communication inside and outside the bus6- Interface with stops and stations

VIII- Problem sets of the European bus1- Life on board2- Vehicle access and interface with fixed installations3- The driving seat and passenger interface4- Rationalisation of information5- Vehicle adaptability and modularity

IX- Appendices1- Competition Rules2- Candidates’ declaration3- Protection, patents and property4- Candidates’ biographical note5- Bibliography

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I - Foreword

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The aim of the present schedule of conditions is to provide information on thesubject of the “Re?bus” competition organised by the Agency for the Promotionof Industrial Creation (APCI) at the initiative and under the responsibility of agroup of urban public transport operators:

CARRIS (Portugal)CONNEX (France)KEOLIS (France)RATP (France)SRWT-TEC (Belgium)TPG (Switzerland)TRANSDEV (France)

The competition is to be held in collaboration with the UITP (International PublicTransport Union) and with the support of PREDIT (the national French researchprogramme on land transport).

The present schedule of conditions, as well as the appended references, aim toreply to most of the questions that candidates may have.

It is of an informative rather than an exhaustive nature.

> Chapter V outlines the context in which the European bus of the future shoulddevelop and enables participants to understand the issues of years to come interms of developments in towns and collective transport means.

> Chapters VI and VII define the bus as it is to be understood within theframework of the present competition and will prevent candidates from workingon non-relevant subjects.

> Chapter VIII defines the problem sets identified by the organisers.

> Chapter IX contains the appendices that outline the competition rules, as wellas the document models required to be enclosed with the file.

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II – Subject of the competition

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The offer in terms of public urban overland transport has been radically changedby the arrival of new generation tramways and trolley buses that propose a newexperience in urban travel and a new relation with the town. In parallel, a greatdeal of network restructuring is underway, leading to the appearance of majorbus lines that are differentiated from local service lines. In this context, the busvehicles as such (and particularly their design) are still not making a sufficientcontribution to this transformation. This is why now is the time to pose thefollowing questions:

- what is the innovation potential of the bus in its role as a flexible anduniversal public urban transport means?

- what will the ideal bus for European towns of tomorrow look like?

- what will be the quality of life, what services will there be and what kind oftravel will be possible on board this new generation of urban transportvehicles?

The present competition invites you to consider these questions on thebasis of one or more of the following problem sets, identified accordingto a survey conducted by the competition organisers:

- life on board (seating/standing room and passenger movement),

- vehicle access and interface with fixed installations,

- the driving seat and its passenger interface,

- rationalisation of information inside and outside the bus,

- vehicle adaptability and modularity on the different levels of commercialproducts (local, standard or high-quality service buses).

Note: these problem sets are explained in Chapter VIII.

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III – Competition theme

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Candidates are invited to reflect on the innovation potential of the bus and toimagine the quality of life and services on board that can contribute to makingthe bus more attractive by proposing a new experience in collective urbanoverland travel.

It is not a question of re-designing the bus or conceiving an entirely new kind ofbus but of envisaging the main axes of innovation by studying the relationbetween the town, the bus and its users (whether they are used by the operatoror customers).

Research should focus on the arrangement of a standard vehicle able to adaptand be modulated on the multiple service levels (see Chapter VI), rather than ona diversification of vehicle formats enabling the multiple service levels to beguaranteed.

Projects should focus on one or more of the problem sets defined by thecompetition organisers (see Chapter VIII).

The jury will pay particular attention to:

- the project’s relevance;- the concept’s originality;- the scenario of use quality presenting the concept;- the theoretical feasibility of the proposed solutions.

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IV – Guidelines on project submission

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Calendar

Candidates will submit their files before midnight on Friday, February 18, 2005(to be postmarked before this deadline).

The jury will meet on Thursday, April 7, 2005.

The prize awards ceremony will take place in Rome on June 7, 2005, during theU.I.T.P. (International Public Transport Union) congress.

Prizes will be awarded on the basis of the jury’s decisions.

They will be paid to winners within two months following the prize awardsceremony.

All candidates will be informed of the competition results in writing within twomonths following the meeting of the jury.

File contents

Files submitted by candidates will contain:

1- A definition of the concept in 10 to 15 lines.

2- A summary study plate in 4960 x 3510 pixel format (A3 – 300 dpi) jpegformat.

3- A project presentation including a maximum of 10 plates in 4960 x 3510 pixelformat (A3 – 300 dpi) jpeg format, clearly explaining the following stages:

a. analysis and definition of the ensuing problem set;b. scenario of use for the proposed concept;c. presentation of the solution retained.

Note:- use of a video is authorised in place of a plate.- candidates are encouraged to make virtual or physical mock-ups within the

framework of the project’s development

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Format for file submission

File elements will be submitted on a unique numerical support (CD ROM)readable under MacOS and Windows operating systems.

Plates will be numbered in consultation order.

All elements will bear the reference number attributed to each team onenrolment.

N.B.: apart from this reference number, documents will not bear anysignature (candidate names or school logos) that enables candidateidentification.

Documents to be enclosed

1- A biographical note (see model in Appendix 4) on each of the team members,possibly presenting one or two images of other projects completed, on two pagesof A4 paper.

2- A declaration in a sealed envelope (see model in Appendix 2), signed by thecandidate, stating that the project is his own work and that the elementssubmitted have been completed within the exclusive framework of the presentcompetition by him or his team.

3- A document informing the competition organisers of the candidate’s intentionto protect his creation by filing it with the authorised bodies before anydisclosure (see model in Appendix 3).

Grounds for exclusion

Projects will be disqualified without appeal in the following cases:

- failure to respect the file submission deadline;

- failure to respect the subject matter as defined in the present schedule ofconditions;

- failure to submit all the file elements required (see above);

- failure to respect the format defined in the present schedule of conditions;

- if an organiser, jury member, partner or employee of the organising structureshas completed or assisted in completion of the project.

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V – Context

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Evolution of life in European cities

At this beginning of the 21st Century, 80% of Europe’s population lives in urbanareas.This period is also marked by the emergence of a “totally urban” generation inEurope’s active population, which has grown up since childhood in a society withpredominantly urban codes and references (the post-war generation grew up in asociety based more on representative systems of rural life).

Over and above the differences noted between the metropolis and the middlingtown, or between countries, or even based on population density, town dwellersaspire to avoid further subjection to the drawbacks of urban life (sound nuisance,pollution, time and travel constraints), and are seeking to recover control of theirliving conditions.

A trend towards the development of civil behaviour can also be observed, with adesire to make an everyday investment in the improvement of the quality of lifefor all.

New forms of travel, both in terms of their definition and the means of transportused, have been making a significant appearance since the Nineties.

a – Reduction of nuisance

The global reduction of nuisance generated by the population density and thecrowding of urban life is currently the priority claim of people living in towns. Avery marked increase in awareness of environmental problems can be seen.

For example, half of Europeans consider that noise pollution is the main nuisanceand 87% make a connection between atmospheric pollution and the car,considering that alternative and less polluting means of travel need to be givenpreference.

The same applies to visual nuisance, which forms the key concern of urbanredevelopments, with a clear trend towards increased integration ofinfrastructures in the urban landscape.

b – Diversification of travel means and purposes

The urban framework of the 20th Century was characterised by regular, pendulartravel, from the home to the workplace, which was highly predetermined.

Since the Nineties, two significant developments have become apparent:- within the context of the explosion of personal telecommunications, an

increase can be seen in travel that is neither pendular nor obligatory and weare witnessing the appearance of more flexible urban navigation habits;

- in a desire to find a way of life that pays greater respect to the environment,we can see the explosion in the use of soft means of travel (bikes,skateboards, scooters, …), either as an alternative to classical collectivetransport solutions or the car or as a complement to them.

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In this way, city dwellers also wish to manage their urban time better whilerecovering control of their living conditions.

They are evolving in terms of their ways of moving around by optimisingsolutions for their urban or suburban travel: urban mobility is now based oncomplementary and multi-modal means.

c – Mobility for all

Populations aspire more to an integral urban society free of exclusions, especiallyin respect of persons with limited mobility and more generally, in respect of allpersons with special needs (the handicapped, the elderly, pre-adolescents, …).

In the field of urban spaces and areas and services, namely urban mobilityservices, the demand to render transport systems available to all persons withspecial needs must be taken into account in any new offer.

d – Return to local life

Faced with the explosion in the size of towns and the loss of references ensuingas a result, urban populations are seeking to re-establish relations on the humanlevel with their neighbouring environment.

Examples, such as the maintenance or re-appearance of local businesses, theupsurge of activities linking inhabitants to their neighbourhood or, in terms oftransport, the introduction of local shuttles, all serve to illustrate this trend.

In terms of planning, we are experiencing the development almost everywhere inEurope of urban travel plans that seek to promote so-called ‘green’ residentialareas, by protecting them from through traffic, linked to dense networks ofcollective transport.

To conclude, we are therefore moving progressively towards a multipleand interconnected offer of urban mobility, designed genuinely for allpersons at all times and that forms part of local life. For each town, thequality of its transport system now forms a key indicator of the level ofquality of life and performance.

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Evolution of collective transport means

a- RailSince the end of the 20th Century, we have been witnessing a slowdown in thedevelopment of underground travel as a result of the high infrastructureconstruction costs.

However, this historical founder means of urbanity has nevertheless benefitedfrom a number of innovations over the past years (complete intercommunicationbranches, automatic driving, elaborate architecture and presentation of stations)that have changed the experience of underground travel in a remarkable way.

In parallel, the modern tram is experiencing a boom in countries thatimplemented its disappearance in the middle of the 20th Century (namely France,Spain and Great Britain), in a new, elaborate and sophisticated form.

In this way, the tramway appears at this dawn of the 21st Century as the meansof transport encompassing the most complete promise: efficiency and reliabilityon the one hand and amenity and proximity on the other.

Trams now constitute objects that mark urban identity and carry the pride oftheir populations.

However, the cost of creating tram networks (particularly of equipping highways)limits its possibilities of deployment in the middling town and the quickmultiplication of lines in the metropolis.

b- By intermediate, innovative meansIn this restrictive economic context, other collective transport techniques withless costly infrastructures are emerging, such as “tramways on guided wheels”,which retain the advantages of the tram (“clean” electrical energy and transportcapacity) without the disadvantages of the track infrastructure (“Civis” of Irisbus,“Translohr” of Lohr Industries, “TVR” of Bombardier).

Other vehicles on auto-guided wheels (such as the “Phileas” of VDL) are freefrom any fixed continuous infrastructure (track or catenary networks).

The trolleybus transport means also benefits from vehicles with innovativearchitecture (such as the “Cristalis” of Irisbus), thus regaining increasedcredibility as a modern collective transport solution.

c- By busBus networks are also undergoing developments, namely through the creation ofline hierarchies (high-capacity lines, local, neighbourhood lines).

However, in terms of rolling stock, buses have not undergone radicalmodernisation or a rupture in the creation of solutions proposed.

The modernisation of buses has revolved more around technical developments(respect of environmental standards, new energy sources, accessibility by meansof low floors, integration of information systems).

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Their general form has evolved little and they are perceived as extremely banalvehicles possessing little expressiveness. Likewise, interior layouts have veryoften remained basic and utilitarian.

The lack of image of the bus is currently creating an increasing obstacleto its development.

It nevertheless remains the only means that enables the quick and notover-costly development of a collective transport solution in towns.

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VI – Definition of the bus

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1- The different existing service levels

Traditionally, bus lines were run using standard, versatile and interchangeablebus vehicles.

In recent years, a number of new bus concepts have appeared as a complementto classical buses. They are characterised by different infrastructures, sizes,equipment and fixtures and fittings. By way of example, mention can be madeof:

1- Local, neighbourhood linesThese lines are run using small-sized buses, or even minibuses, which oftenserve as a means of connection to other larger lines.

These lines are generally less well used than main lines. As a result, the interiororganisation of the vehicle favours seating places, facing the direction of travel ifpossible.

2- Bus rapid transport lines or BRTThe BRT is a bus running on a collective transport network at a high commercialspeed, with a large capacity, on a protected track.Initially introduced in the Seventies in Curitiba in Brazil, interest in the BRT hasrevived since the end of the 1990s, mainly due to its equivalent transportcapacity to that of a light underground, at ten times less of an investment cost.The interior layout of the vehicles is characterised by a large amount ofpassenger standing room and optimisation of the boarding and exit areas.

3- Specific airport and station bus service linesBus services to airports or between stations are characterised by a small numberof stops and thus by higher average speeds.

The vehicle design, particularly the seating arrangement, favours the spacedevoted to bulky luggage.

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2- Definition of the bus within the competition framework

Research work should begin on the basis of a standard bus, in order to enableimprovement on the basic service.

All the ramifications for progress that thus revolve around the traditional busproduct will be able to be applied to the other service levels.

The bus on which the competition organisers are inviting you to reflectshould correspond to the following characteristics:

- The vehicle should not be articulated

- The vehicle should have one deck

- The vehicle should have a motive power block

- The length should not exceed 13 m

- The width should not exceed 2.55 m

- The vehicle wheels should be equipped with tyres

- Driving should be manual (no automatic piloting)

- The vehicle should be able to operate without any special infrastructure

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VII – Essential functions of the modern bus

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Bus driving

The bus is an non-guided vehicle that runs on an everyday site in the presence ofother users (vehicles, bikes, pedestrians, etc.). It requires the presence of adriver. As a result, a certain number of functionalities specific to bus driving arerequired:

a- Vehicle controlThe driver has to dispose of his own environment that enables him to activate allthe controls required for driving in optimum comfort and ergonomic conditionsfor both passengers and himself (steering, acceleration, braking).Access to the driving seat and driving must be reserved for persons qualified todrive the bus.The vehicle must not be able to be driven by a person who is not in full control ofhis faculties.

b- External visibilityThe driving seat should also enable the driver to have a good perception of thesound and visual environment, especially when stopping and leaving the busstop.In particular, the rear overhang of the bus causes difficulties in traffic. The sweepof the back of the vehicle in a curve or during manoeuvres is often the cause ofaccidents and requires the driver’s particular attention.

c- Traffic and vehicle informationWithin the framework of his functions, the driver must be able to exchangeinformation in real time with “ground” staff, namely:- information on the network’s state (accidents, traffic jams, etc.),- information on the vehicle’s operation and state,- information in the event of aggression aboard the bus,- information on the number of passengers aboard.

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Passenger service

On board the bus, parallel to the function of passenger transport, the collectivetransport operator should assume commercial functions, in other words:

a- WelcomeA quality welcome should be offered to passengers when they board the bus. Itis mainly the driver that assumes this role, in his capacity as representative ofthe transport operator.

b- InformationThe operator should keep passengers informed of traffic conditions on thenetwork, particularly during service modifications (change in itineraries, delays,deadlines, etc. …) as a complement to other on-board information systems.

It should also provide passengers with practical information on the route to betaken, and possibly validate the latter’s choice (“Am I on the right bus?”).

Note: these functions of welcome, information and dialogue between thepassenger and the driver form part of the cultural experience of bus travel.These personal services are a real advantage of the bus means of transport.

As a complement to these functions, certain operators should also offercommercial functions onboard the bus:

c- Ticket validationCertain operators carry out control of ticket validity as passengers board the bus.

d- Ticket salesCertain operators sell tickets on board, particularly through the driver.This service should be provided in optimum conditions of comfort andergonomics both for the employee and the passenger.For networks not equipped with sales points at stops, this is an essential functionfor the operator.

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Safety

Ensuring driver and passenger safety is an essential function of the modern bus,whether it involves preventing accidents or aggression.

The design of the passenger compartment should enable occupants to exit thebus easily in the event of emergency and protect them against possibleaggression from the outside.

The interior layout should also favour correct understanding between occupants,thus limiting sources of conflict and incidents of uncivil behaviour.

a- Driver safety

An increase in aggression against drivers can be noted, whether this is a result oftraffic conditions or alternatively, against the public transport authority, or anattempt to steal money from the cash box or for any other reason.

The driving seat should therefore guarantee the driver’s protection in face ofrisks of aggression. Current solutions to driver protection vary from totalopenness, which wagers on good human relations between the driver and users,to a total protection cabin blocking off all physical contact.

Whatever the case, the passenger compartment should enable quick evacuationof the driver in the event of danger.

b- Passenger safety

Within the framework of normal bus usage, the passenger compartment shouldbe equipped with devices that enable passengers to keep their balance,particularly when the vehicle is in motion, whatever their size, possible handicap,position or point of support and irrespective of whether they themselves arestationary or in motion inside the vehicle.

Moreover, in order to improve safety, the entire passenger compartment shouldbe visible from the driving seat and dark or hidden spaces are to be avoided.

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Passenger transport

The passenger compartment of a bus is a limited space that should enabledifferent categories of actions to be carried out simultaneously by passengerswhile the bus is stopping or in motion.

The design of the interior space should take into consideration the cohabitationrequired between the different categories of passengers, and especially inrespect of users with special needs, enabling everyone to benefit from the sameservice quality level:- people carrying bulky objects (luggage, pushchairs)- the physically handicapped (wheelchair users, people with crutches)- people with sensory handicaps (the blind and visually impaired, the deaf and

hard of hearing)- the mentally handicapped.

a – Passenger movement

The living space of the bus should favour an optimum, comfortable and fluidmovement of passengers (whatever the vehicle’s occupancy level), whichenables an acceleration in passenger flows, thus reducing stopping times.

A number of factors favour this fluidity:- boarding and exist spaces enabling comfortable access,- quick passage through the control space,- quick identification of free spaces, enabling a homogeneous distribution of

travellers in the passenger compartment,- easy interior movement enabling passengers to reach and leave the place

occupied during travel (whether standing or seated).

Easy movement is a comfort factor for passengers who do not appreciatepushing their way through the midst of other passengers.Difficult movement can be a source of annoyance and tension among passengersor between passengers and the driver, or even the operator.

b – Stay in the passenger compartment

The passenger should have a comfortable stay in the passenger compartment,whether seated or standing, alone or in a group , with or without bulky objects,whether for a short or long ride.

He should also be able to occupy himself comfortably with other activities duringhis stay, while respecting other users.

A few examples: reading, talking to others, looking out of the window, phoning,listening to music, working with personal assistants or laptops, watching screens,or having access to a multimedia connection (WiFi or other).

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The passenger compartment should also enable a person to withdraw fromothers.

c – Link with the exterior

The visual perception of the exterior is one of the fundamental advantages of thebus. This perception of luminosity and openness should be intimately linked withthat of the interior atmosphere.

Note: At night, the interior atmosphere should enhance the passengercompartment as an autonomous space without, however, being cut off from thevisual perception of the exterior.

An optimal view of the external environment is therefore of paramountimportance, namely as it enables the passenger to ascertain the state of thetraffic (Is the bus going to accelerate or brake?), to see the stops and prepare toget off and, more generally, to appreciate the landscape.

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Information and communication inside and outside the bus

The bus has a number of communication and information markings, panels andscreens geared towards the passenger.

a – Information outside the bus

On the outside, the bus should enable the passenger, by day and night, to easilyidentify:- the line,- the destination,- the service type (local line, urban line, inter-city line),- the line operator.

The passenger compartment design should enable passengers waiting for the busto judge how full it is on arrival.

The outside of the bus should also be equipped with areas that enableadvertising markings to be affixed, within the limits of compatibility with thefunctions identified above, using the different techniques available (posting,sticking, dynamic supports).

b – Information inside the bus

On the inside, the bus should enable the passenger, by day and night:

- to validate their choice (Am I on the right bus / going in the right direction?),- to follow the progress of their journey,- to identify the stop for getting off and preparing themselves well enough in

advance,- to be informed of possible service or itinerary changes in real time,- to become aware of the rules for use of the vehicle (use of the validation

system, the stop request system, etc.).

The inside of the bus should also be equipped with areas enabling advertisingmarkings to be affixed, within the limits of compatibility with the functionsidentified above.

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Interface with stops and stations

The bus, as most collective means of transport, serves defined and fixed stopson its route. These areas are generally equipped with specific installations (stopsor stations) that should fulfil the following functions:- visually indicate the presence of the stop (to passengers, pedestrians, other

road users),- communicate the identity of the transport operator,- inform passengers about the service offered (service type, line, destination,

route, timetable and frequency, …)- inform users of the service frequency (waiting time, service variation),- inform passengers on the instructions for use of the bus means (pricing, rules

of use and civility, …),- enable passengers to wait for the bus in optimum conditions of comfort and

safety.

Fixed installations constitute an area of transition between the public urbanspace and the transport space for which the operator is responsible.

a- Bus – highway – pedestrian interface

As far as possible, the design of vehicles and fixed installations should enable theprevention of accidents with pedestrians in the vicinity of the vehicle, particularlyduring approach and moving off manœuvres: - For example, during manoeuvres at stops set back from the highway, thegeometry of the bus (in particular the front and rear overhangs) cause a “sweep”when the bus bodywork projects over the pavement.This phenomenon can cause collision with pedestrians or passengers waiting atthe stop.- Likewise, current buses with low floors are equipped with rear-view mirrorswhose position only leaves a limited height between the bottom of the mirror andthe pavement, which represents a threat for pedestrians.

b- Bus access

At stopping points, the bus should enable passengers (whether or not they havespecial needs) :- to instinctively identify the bus boarding and exit points,- to easily activate stop or door opening systems on vehicles in which these

functions exist,- to enter or leave the vehicle in total safety as quickly as possible.

The bus design should also enable boarding or exit at points other than fixedstops, particularly in the event of incidents (evacuation or external intervention).

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VIII – Problem sets of the European bus

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Note:

For a number of years, the competition organisers have been carrying outstudies to totally redefine the functional specifications of a contemporaryEuropean bus.

These studies have enabled five priority areas for innovation to be defined, bothin respect of services to be provided to customers and of possible solutions.

These five problem sets are outlined in the following pages.

As these problem sets are not totally independent of each other, projectssubmitted must focus on one of these problem sets, while taking into account theconsequences of the solutions proposed on the four others.

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Life on board

The main issue regarding life on board a bus is the complicated combination ofdifferent types of spaces within one limited space, in contrasting conditions ofuse.

The studies have highlighted the following working areas:- The juxtaposition and combination of the space for stay, standing andmovement is problematic. It is a potential source of tension among passengers.The main challenge is therefore to create multi-functional interior architecture.

- The perception of the passenger compartment and its relation with the externalenvironment differs during diurnal and nocturnal periods.The design of the passenger compartment and its lighting should contribute anatmospheric quality that is as effective in the dark as in the light.

- The use and perception of the passenger compartment is different during rushhours (density of standing passengers, much movement in the passengercompartment) and off-peak hours (few passengers in a vast space).The design of the passenger compartment should take into account two differentobjectives: a reduction in the tiresome nature of transport during rush hours andan increase in comfort during off-peak hours.

- Passengers judge the world of the bus with reference to the standards of thecar and home worlds, particularly in respect of sensory comfort and globalquality of services.

However, the improvement in this respect of the bus’s fixtures and fittingsshould take into account:- the specific characteristics and constraints imposed by the fact of sharing the

passenger compartment, inherent in the means of collective transport(hygiene, resistance to damages and wear and tear, for example),

- the dictates of equipment maintenance,- the economic feasibility of the proposed solutions.

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Vehicle access and interface with fixed installations

One of the main objectives of progress concerns the quality of the interfacebetween the bus and stations or bus stops.As the buses studied in the present competition must not benefit from approachguidance systems (in the same way as trams or recent hybrid transport means),distances (vertical and horizontal) between the bus and the ground cansometimes vary considerably and influence the service’s comfort and efficiency.

The challenge revolves around optimising the management of boarding andexiting passenger flows and around the comfort of this transfer function betweenvehicles and fixed installations.

The factors on which it is possible to intervene are:

- the quantity and width of bus accesses,- welcome or exit spaces in the vehicle,- the treatment of access areas to the ground and platform thresholds,- the relation between all these elements.

Vehicle designs that lead to specialised accesses (exits without entrance andentrances alone, alongside two-way passageways) can contribute to improvingthe management of passenger flows.

It is nevertheless important for the answers proposed not to impede the busmeans, which must remain a versatile and adaptable means of transport, notrequiring over-specific or over-cumbersome infrastructures that hinder itsdevelopment.

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The driving seat and passenger interface

In modern buses, the functions of driving and passenger service are combinedand assumed by the same employee.

However, on the level of integration, these spaces remain perfunctory and thedriving function has taken precedence over the service – sales functions.

a- From the passenger’s point of viewThe arrangement of the space in the bus entrance is not currently presented as acounter designed for welcome, information and sales in the same way as groundinstallations.

It should explicitly express the intention of welcoming passengers.

b- From the driver’s point of view

The bus of the future should improve the driver’s comfort within the frameworkof his different functions of driving, welcome and sales (comfort in respect ofposture, vibrations, noise and heat).

The current accumulation of driving assistance equipment provided by equipmentmanufacturers on the dashboard also pose problems of integration andergonomics (physical as well as cognitive and cultural).

There is a certain concern regarding the capacity of personnel in the future to beable to assume, in terms of physical, cognitive and cultural ergonomics, all theelements combined in driving and the service – sales relation.

It is therefore important to conceive the vehicle space dedicated to driving andpassenger welcome with greater sensitivity in order to enable personnel toassume these two functions in a natural and clear way and for the passenger tofeel himself welcomed by the bus, the driver and the operator.

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Rationalisation of information

The bus should enable the passenger to instinctively understand the instructionsfor use of the bus (boarding and exit areas, method of ticket validation orpurchase, network information areas, etc.).

The increase in the number and diversity of passenger information systems(static or dynamic) present in modern buses renders their integration onto alimited object (outside the bus) or into a limited space (the bus passengercompartment) complicated.

Moreover, these systems cohabit alongside other systems (also static ordynamic) used for advertising, communication and animation, as well asalongside the personal communications systems of passengers.

The profusion of these messages and supports poses a problem of legibility forthe passenger, who struggles to find his bearings, all the more so because theyhave to be integrated into a global design witnessing the operator’s identity.

Moreover, the dynamic display systems currently used (panels, plaques, scrollingfilms) are being driven to replacement by systems integrating new, higherperformance technologies.

The challenge therefore lies in structuring a hierarchy and organisation of thedifferent levels of information and communication (in function of available orforeseeable technologies) so that the passenger can instinctively identify and usethem, while maintaining the pre-eminence of the passenger information functionin respect of the animation or advertising function.

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Vehicle adaptability and modularity

Within the framework of diversification of the different levels of transportservices proposed (see Chapter VI), operators are led to differentiate busequipment, furniture and bodywork as a complement to the traditional rangeimplementation (differentiation of line liveries or codings).

The need to acquire an increasing number of vehicles specifically adapted tothese services entails a problematic increase in purchase and operating costs foroperators.

In the future, it will therefore be necessary to conceive “Meccano” buses,composed of bodywork, equipment or standardised furniture modules that can becombined or adapted to create different types of vehicles.

The economies of scale and diversification rendered possible in the field ofaeronautics (see, for example, the A320-321 or A340 Airbus “families”) or ofurban railways (see, for example, the Citadis 300 tramway ranges of Alstom)provide examples of the advantages of this kind of approach.

This design principle should also take account of the vehicle’s integral workinglife, enabling, for example:- update of equipment currently in service,- optimisation of bus maintenance,- quick and reversible adaptability of a vehicle to different service types.

To conclude, it can be seen that the integration of this principle ofmodularity in the design of the European bus of the future hasconsequences for resolving all the problem sets outlined in the presentChapter VIII.

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IX - Appendixes

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Competition rules

Subject

The offer in terms of public urban road transport has been dramatically changedby the arrival of new generation tramways and trolley buses that propose a newexperience in urban travel and a new relation with the town. In parallel, there isa great deal of network restructuring, leading to the appearance of major buslines that are differentiated from local service lines. In this context, the busvehicles as such (and particularly their design) are still not making a sufficientcontribution to this transformation. This is why now is the time to ask thefollowing questions:- what is the innovation potential of the bus in its role as a flexible and

universal public transport provider?- what will the ideal bus for European towns of tomorrow look like?- what will be the quality of life, what services will there be and what kind of

travel will be possible on board this new generation of urban transportvehicles?

This competition invites you to consider these questions on the basis of one ormore of the following problem sets, focusing on the bus:- life on board (seating space and passenger movement),- vehicle access and interface with fixed installations,- bus driving and the driver-passenger interface,- information and communication inside and outside the bus,- vehicle adaptability and modularity on the different levels of commercial

products (local, standard or high-quality service buses).

Projects will put forward scenarios that reconcile collective mobility requirements,individual passenger aspirations and the economic constraints of operators andconstructors.

Organisers

The competition is organised at the initiative and under the responsibility of agroup of urban public transport operators: CARRIS (Portugal), CONNEX (France),KEOLIS (France), RATP (France), SRWT-TEC (Belgium), TPG (Geneva,Switzerland), TRANSDEV (France) in collaboration with the UITP (InternationalPublic Transport Union) and the support of PREDIT, the research programme onland transport of the French Ministry responsible for Transport.

Organisation of the competition has been entrusted to the APCI (French agencyfor design promotion).

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Target

The competition is open to young designers, architects and interior designersaged under 35, and students of design, architecture, interior design and visualcommunication having completed their second year of study.

Candidates are invited to form multidisciplinary teams.

Enrolment

Enrolment forms are available in PDF format on the APCI Internet site(www.apci.asso.fr).

They will be forwarded before midnight on Friday, november 19, 2004 bypost (postmarked before this deadline) or by electronic mail (receipt date beforethis deadline) to the competition secretariat.

Submission of an enrolment form by a candidate will imply acceptance of theclauses of the present contract.

As of Tueday, November 2nd, the APCI will forward the detailed schedule ofcompetition conditions to enrolled candidates by electronic mail.

Submission of projects

Candidates will submit a detailed file before midnight on Friday, February 18,2005 (postmarked before this deadline), to enable an appreciation of theirchoices, their project vision and the proposed scenario.

The study will include:

1- A biographical note on each of the team members, presenting one or twoimages of other projects completed, on two pages of A4 paper.

2- A definition of the concept in 10 to 15 lines.

3- A summary study plate in 4960x3510 pixel format (A3 – 300dpi), jpeg format.

4- A project presentation including a maximum of 10 plates in 4960x3510 pixelformat (A3 – 300dpi), jpeg format, clearly explaining the following stages:

d. Analysis and definition of the ensuing problem sete. Scenario of use for the proposed conceptf. Presentation of the solution retained

Note: use of a video is authorised in place of a plate

- Elements will be submitted on a unique numerical support (CD ROM) readableunder MacOS and Windows operating systems.

- Elements submitted will be numbered in consultation order.- Elements submitted will not bear any signature (school names or logos or

candidate names) that enables candidate identification.

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- Elements submitted will include the reference number, to be attributed toeach team on enrolment.

Note: Candidates are encouraged to make virtual or physical mock-ups in view ofthe project’s development.

Protection of models and property

Candidates will be responsible for protecting their creations with the authorisedbodies.

Calendar

Friday, November 19, 2004: enrolment deadline*From November 2 to 26, 2004: forwarding of schedule of conditions*Friday, February 18, 2005: file submission deadline*Thursday, March 10th, 2005: short-listing committee *Thursday, April 7, 2005: competition jury*Tuesday, June 7, 2005: prize awards ceremony*

* The organisers reserve the right to change the calendar if so required

Awarding of prizes

The competition disposes of a global prize total of € 10,000, which will be sharedamong the three best projects, based on the decisions of the jury.

Prizes will be paid to winners by the APCI within two months following the prizeawards ceremony.

Candidates will be informed of the competition results within two monthsfollowing meeting of the jury.

Mediator

The APCI will ensure the role of mediator and the liaison between organisers, thejury and candidates.

Any requests for further information regarding the competition will be addressedto it.

On expiry of the deadline established by the competition calendar, the APCI willopen and record the files and submit the register of entries received to the short-listing committeeand the jury, after having guaranteed the anonymity of files.

The short-listing committee

The short-listing committee is composed of all the competition organisers,specialists appointed by the organisers, as well as the chairman of the jury. Itsrole is to examine the projects submitted by candidates and to eliminate thosethat do not comply with the schedule of conditions and those not attaining thequality level required.

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Conditions of exclusion

Projects will be excluded without appeal if they fail to comply with the clauses ofthe present rules in respect of:- the deadline for receipt of files- the subject of the competition- the defined format for submission of documents

No organiser, no member of the jury, associate or employee of the organisingstructures may take part in the competition or help a candidate.

The Jury

The jury comprises representatives from the world of urban public transport,prominent figures from the design world, as well as representatives of civilsociety.

Its role is to examine the projects submitted and to select the winners.

Valid deliberation of the jury will require the presence of two thirds of itsmembers.

Appreciation criteria of the project

Relevance of the projectQuality of the scenarioOriginality of the conceptInnovationTheoretical feasibilityPresentation

Confidentiality and keeping of the projects

The anonymity of candidates will be guaranteed until the prize awards ceremony.

Announcement and promotion of the results

The projects will be brought together within the framework of a presentationduring the UITP congress in Rome, in June 2005, during which the results will beannounced and the prizes awarded.On this occasion, a special issue of the APCI magazine (La Chronique du design[The Design Chronicle]) in a tri-lingual version – French, English and German –will be published.A special promotion of the projects (exhibition or trade fair) will be studied at theoutcome of the competition.

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Exploitation of the projects

Candidates will transfer their right of use over the project’s images for thepurposes of competition communication. They will be quoted as authors of theproject.

Any exploitation of the projects arising from the competition will associate thecandidates in question.

- All winning projects will form the object of a property reservation for all thepartners* for a six-month period as of the prize awards ceremony.Under no circumstances during this period will the candidate be able toexploit the project reserved in this way, either for himself or to the benefit ofa third party.The prototypes, mock-ups and sketches of the winners will remain theproperty of the partners during this period.During this period, all the partners* and the candidate may negotiate theexploitation, or even the transfer of the project reserved in this way.

- As regards non-winning projects, partners* will meet during the periodbetween the jury’s decision and the prize awards, in order to envisage thepossibility of exercising a property reservation over certain of them, under thesame terms as for the winning projects, in exchange for a flat-ratecompensation of € 1,000.During this period, all the partners* and the candidate may negotiate theexploitation, or even the transfer of the project reserved in this way.

* CARRIS, CONNEX, KEOLIS, RATP, SRWT-TEC, TPG, TRANSDEV, UITP.

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Appendix n°2: Candidates’ declaration

Document to be completed and enclosed in a sealed envelope with the submittedproject

I, the undersigned, Mrs. / Ms. / Mr. (delete as appropriate)

Surname: ................................ Name: ..................................................

Member of team n°: .....................

declare that the project is my own work and that the elements submitted havebeen completed by me or my team. I therefore undertake to submit a lawfullyfree project.

Date: Signature:

I, the undersigned, Mrs. / Ms. / Mr. (delete as appropriate)

Surname: ................................ Name: ..................................................

Member of team n°: .....................

declare that the project is my own work and that the elements submitted havebeen completed by me or my team. I therefore undertake to submit a lawfullyfree project.

Date: Signature:

I, the undersigned, Mrs. / Ms. / Mr. (delete as appropriate)

Surname: ................................ Name: ..................................................

Member of team n°: .....................

declare that the project is my own work and that the elements submitted havebeen completed by me or my team. I therefore undertake to submit a lawfullyfree project.

Date: Signature:

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Appendix n°3: Protections, patents and property

Documents to be completed and enclosed in a sealed envelope with thesubmitted project

Reminder: it will the responsibility of candidates to protect their models by filingthem with the authorised bodies before disclosure.

Please inform us of the provisions that you have made in this respect:

The project of team n°………… will be protected by:

® Filing of model

® Filing of patent

® Soleau envelope

® Other

Please specify: ……………………………………………………………………………

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Appendix n°4: Candidates’ biographical note

The biographical note on each of the team members enclosed with the projectwill not be communicated to the jury until after its deliberation.

The present note (maximum of two A4 pages per candidate) will contain at leastthe following information:

CIVIL STATUS

Surname, nameDate and place of birthNationalityAddress, telephone, fax, e-mail

EDUCATION

Higher education diplomas‘A’ level standardDate of awardPlace of award

Higher educationEducational establishment(s) (school, university, …)Number of years of studyDiplomas or qualifications awarded or being studied

WORK EXPERIENCE AND PROJECTS• Work placements• Personal projects• Diploma projects• Project photos or sketches

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Appendix n°5: Bibliography

A list of documents in PDF format will shortly be available on the APCIInternet site:

A few Web sites:

Presentation of specific buses ordered by the Hanover network on the occasion ofExpo 2000:

in German:http://www.uestra.de/download/Der_StadtBus.pdfin English :http://www.uestra.de/eng/download/portrait_the_stadtbus.pdf

Presentation of improvement kits for traditional buses designed by Connex:www.vivabus.com

Presentation of the American Federal Bus Rapid Transit competition results(1999):www.brt.gov.com

Presentation of the new Dutch auto-guided bus vehicle tested in Eindhoven:http://www.phileas.nl

Presentation of the Lohr Industries new Translohr tramway vehicle on tyres:http://www.translohr.com/transport-public.htm

Sites of rolling stock constructors:- http://www.irisbus.com- http://www.transport.alstom.com- http://www.transport.bombardier.com/- http://www.neoplan.de