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Mobility and transport are crucial for a city to function properly. Amsterdam is considered the world capital of cycling; 32% of traffic movement in Amsterdam is by bike and 63% of its inhabitants use their bike on daily basis. The number of registered electrical car owners in the Netherlands increased with 53% to 28.889 in 2016. Since 2008 car sharing increased with 376%. However, this is less than 1% of the total car use. Innovative ideas and concepts can help to improve the city’s accessibility, so share your ideas and concepts here.
On June 14 and 21 the 16th edition of our Demo Days will take place. This will be the first Demo Days on location (will be announced soon) since COVID-19. Our themes for these upcoming Demo Days are:
15 June: Energy & Mobility
21 March: Circular & Digital
What are the Amsterdam Smart City Demo Days?
The Demo Days are one of the tools we use to stimulate innovation and encourage connection between our partners and community. The purpose of the Demo Days is to present the progress of various innovation projects to each other, ask for help, share dilemmas and involve more partners in a project to take these projects to the next level. In small groups we work on concrete questions.
We have created the Demo Days as a safe place for asking input from the network. A fresh perspective from another professional can be exactly what you need to move forward. You cannot work on a transition alone, which is why it’s important to involve others in your process. During these days, we also give the stage to community members to pitch projects and ask for input from our network.
That’s where you come in!
Not only are the Demo Days open for our community, but we offer you the opportunity to pitch your innovative initiative during the event. We want to involve our community more in the activities that we regularly organise, as you are an important part of the Amsterdam Smart City innovation ecosystem.
Are you working on an innovative project that could use some input? Or are you preparing for an inspiring event that needs a spotlight?
If it fits within our themes, sent a message to email@example.com or let us know in the comments. We would be happy to discuss if it's a match!
Nederland staat voor enorme opgaven. Opgaven die niet alleen maar op te lossen zijn op traditionele manieren. Die vragen om nieuwe manieren van werken met digitalisering en de inzet van data. Maar hoe pak je dat aan? Hoe werkt dat in de praktijk? Hoe pas je nieuwe technologie toe in het ontwikkelen van steden en dorpen?
Om die vraag te beantwoorden organiseren Kennislab voor Urbanisme en de Future City Foundation in opdracht van de gemeente ‘s-Hertogenbosch en de provincie Noord-Brabant in het kader van de Data Week NL een Summerschool ‘Maak je eigen slimme stad’ in samenwerking met de City Deal ‘Een slimme stad, zo doe je dat‘ en de City Deal ‘Slim Maatwerk’.
Meld je nu aan en bedenk samen met 24 andere jongprofessionals hoe je data en digitalisering inzet om de problemen van vandaag op te lossen voor de wereld van morgen.
Ben je zelf geen jongprofessional meer, maar ken je iemand in je netwerk? Stuur deze Summerschool dan aan hem/haar door.
Waar gaat het over?
Nederland staat voor grote uitdagingen. De klimaatverandering, de woningnood, en een krappe arbeidsmarkt. Voor steeds meer Nederlanders is het niet vanzelfsprekend om op een gezonde manier in de gewenste thuisomgeving te wonen. Omdat ze te maken hebben met een kluwen van sociale problemen, gezondheidsproblemen of kansenongelijkheid. Dat leidt tot een groeiende kloof in de samenleving.
Dit zijn grote opgaven die uiteindelijk moeten worden opgelost door provincies als Noord-Brabant en gemeenten als ’s-Hertogenbosch. Data, digitalisering en technologisering bieden mogelijke oplossingen, maar hoe benut je deze kansen op de goede manier? En hoe zorg je ervoor dat het niet blijft bij een idee, maar dat concrete oplossingen daadwerkelijk iets gaan veranderen in een wijk of stadsdeel?
Tijdens deze summerschool dagen we jou uit om hierover na te denken. Je gaat 3 dagen lang in multidisciplinaire teams aan de slag met de vraag: Hoe kunnen data, technologisering en digitalisering bijdragen aan een sterke economie, leefbaarheid en gelijke kansen voor iedereen in de Provincie Noord-Brabant? En hoe pak je dat concreet aan in de Omgeving Station Oost in ‘s-Hertogenbosch?
Het Kennislab voor Urbanisme en de Future City Foundation organiseren deze summerschool in opdracht van de Provincie Noord-Brabant en de gemeente ’s-Hertogenbosch in het kader van de Dataweek NL en in samenwerking met de City Deal ‘Een slimme stad, zo doe je dat’ en de City Deal ‘Slim Maatwerk’.
Premium Partners van de Future City Foundation zijn: gemeente Amersfoort, Civity, DHM Infra, ELBA\REC, Kennedy Van der Laan, gemeente Sittard-Geleen, Waterschap Vallei en Veluwe, VodafoneZiggo, We City en gemeente Zwolle.
Founding partners van de Data Week NL zijn: gemeente ‘s-Hertogenbosch, JADS, provincie Noord-Brabant, Ministerie van Binnenlandse Zaken en Koninkrijksrelaties.
- Je leert over digitalisering en technologisering en hoe je dat kunt toepassen in de stad van de toekomst. Je leert het direct uit de praktijk en van de mensen die er dagelijks meer werken. Kennis die je in je opleiding niet krijgt;
- Je ontwikkelt je professionele en persoonlijke skills;
- Je maakt kennis met de Provincie en gemeente als organisatie en ontmoet een heel interessant netwerk van bedrijven en stakeholders. Als je een interessante baan of stage zoekt is dit een heel interessant netwerk
- Maak kennis met de 75 verschillende partners van de betrokken City Deals
- Je bent graag met inhoudelijke en vernieuwende onderwerpen;
- Je vind het fijn om nieuwe interessante mensen te leren kennen;
- En drie dagen plezier met hen te hebben.
Op bepaalde plekken in de Metropoolregio Amsterdam (MRA) kan het behoorlijk druk zijn. Denk aan toeristische trekpleisters, het strand en recreatie- en winkelgebieden. Als teveel mensen op hetzelfde moment naar dezelfde plek gaan, heeft dat een negatief effect op de bereikbaarheid, leefbaarheid en veiligheid. Dat moet anders, dachten de partners van het MRA-platform Smart Mobility.
De provincies Noord-Holland en Flevoland, Gemeente Amsterdam en Vervoerregio Amsterdam werkten het afgelopen jaar samen met marktpartijen in het project ‘Scale Up | Bezoekersstromen<b>’</b>. De inzet: innovatieve oplossingen om bezoekersstromen te voorspellen en met gerichte acties te spreiden in tijd, route en vervoersmiddel. En dat is gelukt! Sterker nog: de innovaties zijn zo goed dat alle gemeenten binnen de MRA de oplossingen bij de marktpartijen kunnen inkopen en inzetten.
De oplossingen zijn getest op het strand van Zandvoort, in de Kalverstraat in Amsterdam en tijdens Koningsdag in Amsterdam. Deze testlocaties hebben genoeg informatie opgeleverd om de oplossingen in de hele regio in te kunnen zetten. De resultaten, successen en lessen van deze tests bespreken we op 19 mei tijdens een nieuwe #SmartThursday.
Op donderdag 19 mei van 16.00 tot 17.00 presenteren we de resultaten van het project ‘Scale Up | Bezoekersstromen’ tijdens een digitale bijeenkomst. Wil je meer weten over de sessie en sprekers? Of wil je je direct aanmelden? Ga dan naar deze pagina!
While it’s easy to find Gorillas, Getir, Flink, and Zapp flash delivery services in iTunes or Google Play app stores, It’s not so easy to locate these many grocery depots in Amsterdam.
In this interactive map we located the many physical locations of these dark stores to see the saturated landscape of flitsbezorging (flash delivery) infrastructure in Amsterdam. The goal of the map is to help consumers choose delivery services based on proximity to homes / businesses and help calm some inner city bike routes!
Curious to see the 10minute cycle zones or the locations of the many dark stores in Amsterdam? Check out this map and more information about dark stores here.
Across North West Europe, cities are increasingly investing in renewable energy production and charging infrastructure for electric vehicles. However, the control systems for energy generation, energy utilisation, energy storage and electric vehicle charging work are currently separate from each other. This results in high costs and CO2 emissions due to energy inefficiencies.
Electric vehicles are mostly powered by fossil fuel generated electricity. At the same time, renewable energy is inefficiently utilised because production and demand are not synchronised across the city.
The project CleanMobilEnergy will integrate various renewable energy sources, storage devices, electric vehicles and optimisation of energy consumption through one unique smart energy management system. The development of this intelligent Energy Management System (iEMS) will increase the economic value of renewable energy and significantly reduce CO2 emissions.
The iEMS will assure the smart integration through interoperability based on open standards for data flows and analysis tools.CleanMobilEnergy will make it possible for renewable energy sources to be used locally, so electric vehicles can be charged with 100 % renewable energy offered at an optimum price. Electrical energy from the grid will only be required when prices are low or renewable energy sources are not available, the iEMS monitors and optimises the system 24hours a day, 7 days a week.
One generic transnational iEMS will be adapted to the 4 specific City Pilots, in Arnhem, London, Schwäbisch Gmünd and Nottingham. These pilots range from small towns to large cities. The 4 City pilots cover different types of renewable energy, storage and electric vehicles as well as different contexts and diverse city environments.
The City Pilots will utilise different state-of-the-art storage media in various environments, which are representative of North West Europe and are easily replicated in other cities across Europe. Specifically in London and Nottingham, for example, electric vehicles themselves will be used to power the buildings and depot by using innovative bi-directional chargers controlled by the integrated energy management system iEMS.
In Arnhem, on the other hand, renewable energy will be supplied to ships in the harbour adjacent to its industrial area. These pilots were chosen to represent a wide range of city sizes and environments, which are essential to developing a widely applicable system for future implementation across Europe.
📣 Rethink Energy: Join us on MAY 9 to co-develop the open source Shared Energy Platform
Port of Amsterdam, Shared Energy Platform and FLEXCON 2022 invite you to
co-develop an Open Source Smart Energy Platform for industrial scale!
Scoping sessions formally encapsulate the expectations, success factors, and
high-level business requirements for a successful project, as well as
explain the needs, reveal previously unconsidered areas, and establish
The Scoping Session will be held from 13:00 to 15:00 CET on Monday, May 9th. Please register through this form: https://lnkd.in/eZTZtYpm
To get you more familiar with the topic, we have made a brief video of the
highlights discussed in the FLEXCON2022 webinar held on the 21st of
Highlights of the Flexcon webinar – March 21st 2022: https://lnkd.in/e3RWcjP7
Registration for the scoping session on May 9:
Check the great line-up of the FLEXCON 2022 programme: https://flexcon2022.eu/
Thank you, and we are looking forward to having you there!
500+ cycling infrastructure documents from all over the world, and growing. Cycling infrastructure design manuals, strategy guides and more all curated in one easy-to-use database.
The 22nd and penultimate episode in the *Better cities: The contribution of digital technology-*series will discuss two ambitious ‘smart city’plans of two governments and the associated risks.
Recently, the European Commission launched a 100-city plan, the EU Mission on Climate-Neutral and Smart Cities. One hundred European cities that aspire to be climate neutral by 2030 (you read that correctly) can register and count on supplemental funding. I immediately thought of another 100-city plan, India's Smart City Mission. In 2015, Prime Minister Modi announced that in six years 100 Indian cities would become 'smart'. The official term of the project has now ended, and I will examine below whether this goal has been achieved, I discuss the two plans and then explain why I call both of them a leap forward. At the end I will make a few suggestions for how the European mission can still learn from the Indian one.
India's Smart City Mission
In India, 377 million people live in cities. In 15 years, 200 million will have been added. Already, traffic in Indian cities has come to a complete standstill, each year more than 600,000 people die from air pollution, half of the urban areas have no drinking water connection, waste collection is poor and only 3% of sewage is treated. The rest is discharged into surface water, which is also the main source of drinking water.
The Smart City Mission was intended to implement substantial improvements on all these problems in 100 cities, which together comprise 30% of the population. In the improvements digital technology had to play an important role.
The 100 cities were selected because of favorable prospects and the quality of the plans, which usually consisted of a long series of projects.
The regular city governing bodies were deemed incompetent to lead the projects. That is why management boards (‘special purpose vehicles’) have been appointed, operating under company law and led by a CEO, supported by international consultancy firms. All rights and duties of the City Council regarding the execution of the mission were delegated to the appointed boards, including the power to collect taxes! Not surprisingly, this decision has been challenged in many places. Several cities have withdrawn from 'the mission' for this reason.
To implement their projects, each city would receive $150 million over five consecutive years. This money should be seen as seed capital to be supplemented from additional sources such as public-private partnerships, commercial bank lending, external financing, loans, and foreign investment.
Area-oriented and pan-urban approach
The plans contain two components: an area-oriented and a pan-urban approach. The first aims at adapting, retrofitting or new construction and should relate to a wide range of 'smart services'. For example high-speed internet, waste facilities, parking facilities, energy-efficient buildings, but also replacement of slums by high-rise buildings. The slick 'architectural impressions' that circulated at the beginning of the planning period (see above) mainly concern the area-oriented approach.
The pan-urban approach includes at least one 'smart' facility for a larger part of the city. The choice is often made to improve the transport infrastructure, for example the construction of new roads and highways and the purchase of electric buses. No fewer than 70 cities have built a 'smart' control center based on the example of Rio de Janeiro, which I believe was rather premature.
Now that the official term of 'the mission' has ended, a first inventory can be made, although observers complain about a lack of transparency about the results. About half of all the 5000 projects that have been started have not (yet) been completed and a significant part of the government funds have not yet been disbursed. This could still happen in the coming years. This is also because attracting external resources has lagged behind expectations. These funds came mainly from governments, and large technology companies. This has had an impact on the implementation of the plans.
The slow progress of most projects is partly because most of the population was barely aware of the mission and that city councils were not always cooperative either.
It was foreseen that half of the available resources would go to area-oriented projects; this eventually became 75-80%. As a result, on average only 4% of the inhabitants of the cities involved have benefited from 'the mission' and even then it is not clear what the benefits exactly entail. The city of New Delhi covers an area of almost 1500 km2, while the area concerned is only 2.2 km2: So you're not even going to have 100 smart cities. You're going to have 100 smart enclaves within cities around the country, said Shivani Chaudhry, director of the Housing and Land Rights Network.
It soon became clear that the mission would be no more than a drop in the ocean. Instead of $150 million, it would take $10 billion per city, $1000 billion in total, to address all ambitions, according to an official calculation. Deloitte was a little more modest, calculating the need for $150 billion in public money and $120 billion from private sources.
Type of projects
The many topics eligible for funding have resulted in a wide variety of projects. Only one city has put the quality of the environment first. Most cities have initiated projects in the areas of clean energy, improving electricity supply, reducing air pollution, construction of new roads, purchasing electric buses, waste disposal and sanitation. What is also lacking, is a focus on human rights, gender, and the interests of the poorest population groups.
In some places, it has been decided to clear slums and relocate residents to high-rise buildings on the outskirts of the city. Indian master architect Doshi warns that the urban vision behind the smart city plans will destroy the informality and diversity that is the cornerstone of the country's rural and urban society. He challenges planners to shift the emphasis to rural areas and to create sufficient choices and opportunities there.
The European Mission on Climate-neutral and Smart Cities
Cities produce more than 70% of the world's greenhouse gas emissions and use more than 65% of total energy. In addition, cities in Europe only cover 4% of the total surface area and accommodate 75% of the population. The ecological footprint of the urban population is more than twice what it is entitled to, assuming a proportional distribution of the earth's resources.
On November 25, 2021, the European Commission called on European cities to express their interest in a new European mission on Climate-neutral and smart cities. The mission aims to have 100 climate-neutral and smart cities by 2030, which will act as a model for all other European cities.
The sectors involved in this transformation process are the built environment, energy production and distribution, transport, waste management, industrial processes and product use, agriculture, forestry, and other land uses and large-scale deployment of digital technology. That is why the European Commission talks of a green and digital twin, or a simultaneous green and digital transformation.
Reaching the stated goal requires a new way of working and the participation of the urban population, hence the motto 100 climate neutral cities by 2030 - by and for the citizens.
According to the plan's authors, the main obstacle to climate transition is not a lack of climate-friendly and smart technology, but the inability to implement it. The current fragmented form of governance cannot bring about an ambitious climate transition. Crucial to the success of the mission is the involvement of citizens in their various roles as political actors, users, producers, consumers, or owners of buildings and means of transport.
The additional investment to achieve the mission is estimated at €96 billion for 100 European cities by 2030, with a net positive economic benefit to society of €25 billion that will increase further in the period thereafter. The European Commission will provide €360 million in seed funding.
The overwhelming amount of funding will have to come from banks, private equity, institutional investors, and from the public sector at the local, regional and national level.
What went wrong with the Indian Mission and its follow-up
The gap between ambitions and reality
Almost all comments on 'the mission' emphasize that three necessary conditions were not met from the start, namely a widely accepted governance model, adequate funding, and involvement of the population and local government. There was an unbridgeable gap between ambitions and available resources, with the contribution of external capital being grossly overestimated.
The biggest problem, however, is the gap between the mission's ambitions and the nature of the problems that India it faces: Cities are bursting at the seams because of the millions of poor people who flock to cities every year in search of work and a place to live that find them only in the growing slums. The priorities for which the country must find a solution are therefore: improving life in rural areas, improving housing in the cities, ensuring safe drinking water, waste disposal, sanitation, and purification of wastewater, good (bus) transport and less polluting car traffic. Urgently needed is a sustainable development model that addresses ecological problems, makes urbanization manageable, controls pollution and will use resources efficiently.
The 'Mission' is a leap forward, which does not tackle these problems at the root, but instead seeks a solution in 'smartification'. Policymakers were captivated by the promises made by IBM and other technology companies that ICT is the basis for solving most urban problems. A view that I objected in the third episode of this series. IC solutions have been concentrated in enclaves where businesses and prosperous citizens are welcomed. The Government of India Special Rapporteur on Housing therefore notes that the proposals submitted had a predominant focus on technology rather than prioritizing affordable housing and doubts the correctness of this choice.
Instead of emphasizing the role of digital technology, the focus should have been on equitable, inclusive, and sustainable living areas for all. Not the area-oriented but the pan-urban approach should have prevailed.
Several authors suggest future actions consistent with the above comments:
• Setting a longer time horizon, which is much more in line with the problems as they are felt locally.
• Decentralization, coupled with strengthening local government in combination with citizen participation.
• A more limited number of large-scale pan-urban projects. These projects should have an immediate impact on all 4000 Indian cities and the surrounding countryside.
• More attention for nature and the environment instead of cutting down trees to widen motorways.
• Training programs in the field of urbanization, partly to align urban development with Indian culture.
The European mission revisited
Europe and India are incomparable in many ways, but I do see similarities between the two missions.
With the proclamation of the 'mission', the Indian government wanted to show the ultimate – perhaps desperate – act of determination to confront the country's overwhelming problems. I therefore called this mission a flight forward in which the image of the 'smart city' was used as a catalyst. However, the country’s problems are out of proportion to this, and the other means employed.
It is plausible that the European Union Commission also wanted to take an ultimate act. After the publication of the ambitious European Green Deal, each national governments seems to be drawing its own plan. The ‘100 cities mission’ is perhaps intended as a 'booster', but here too the feasibility of this strategy is doubtful.
Smart and green
The European Union cherishes the image of a 'green and digital twin', a simultaneous green and digital transformation. Both the Government of India and the European Commission consider digital technology an integral part of developing climate neutral cities. I hope to have made it clear in the previous 21 episodes of this series that digital technology will certainly contribute. However, the reduction of greenhouse gases and digitization should not be seen as an extension of each other. Making a city climate neutral requires way more than (digital) technology. Moreover, suitable technology is still partly under development. It is often forgotten that technology is one of the causes of global warming. Using the image of green and smart twins will fuel the tension between the two, just like it happened in India. In that case, it remains to be seen where the priority will lie. In India it was 'smart'.
Funding of the Indian mission fell short; much is still unclear about funding of the European mission. It is highly questionable whether European states, already faced with strong opposition to the costs of 'climate', will be willing to channel extra resources to cities.
The European mission wants to be by and for the citizens. But the goal has already been established, namely becoming climate neutral by 2030. A new 'bottom-up' governmental approach would have been to investigate whether there are cities where a sufficiently large part of the population agrees with becoming climate neutral earlier than in 2050 and how much sooner that could be and next, leave it to these cities themselves to figure-out how to do this.
Can Europe still prevent its mission from failing like India's? I propose to look for in the same direction as India seems to be doing now:
• Opt for one unambiguous goal: Reducing greenhouse gases significantly earlier than 2050.
• Challenge a limited number of cities each to form a broad coalition of local stakeholders that share this ambition.
• Make extra resources available, but also ask the cities themselves to make part of the necessary investments.
• Stimulate universities and industry to provide a European response to Big Tech and to make connections with the 'European Green Deal'.
My e-book Smart City Tales contains several descriptions of intended and alleged smart cities, including the much-discussed Saudi Arabian Neom. The Dutch version is here.
Would you like to take part in a Virtual Reality experiment? Then we are looking for you!
What is it? An indoor experiment about using Virtual Reality (VR) to study pedestrian crossing behaviour. Virtual Reality can be a powerful tool in the future to experiment with new settings and implementations before putting them into practice. Are you interested? Register or get in touch with us.
When? From 11 April until 6 May for the duration of 60-90 minutes per participant
Where? AMS Institute, Marineterrein Amsterdam, Kattenburgerstraat 5
Who? Everyone is welcome! We are looking for participants who want to join and help us make it a success! Each participant will receive a €10,- gift voucher
Register now! Here
The first Demo Days of 2022 were a success! On March 10 and 17, we gathered online to connect and inspire our partners and community on the topics Circular & Energy and Digital & Mobility. In this article, we share a recap of the topics and projects discussed during the 15th edition of our Demo Days.
About our Demo Days
The Demo Days are one of the tools we use to stimulate innovation and encourage connection between our partners and community. The purpose of the Demo Days is to present the progress of various innovation projects, ask for help, share dilemmas and involve more partners to take these projects to the next level. More information about the Demo Days can be found here.
Demo Day: Circular & Energy
Circular energy transition
With the changing global economy and shortages of raw materials, it is important to look at materials needed for the energy transition. How can we reduce the negative impact of products that have a positive impact on the energy transition? In this session, participants identified common challenges: think of regulations and logistics, but also behaviour. In addition, one of the conclusions is that education must join the transition. Now that the obstacles are clear, we must reach a joint approach. Do you want to be involved in our next steps? Contact firstname.lastname@example.org.
The social side of smart grids – Mark van der Wees (Amsterdam University of Applied Sciences) and Lennart Zwols (municipality of Amsterdam)
During the session led by Mark van der Wees and Lennart Zwols, participants discussed the social side of smart grids. Where does the ownership of a smart grid lie? And how can we involve citizens? The main take-out is that we need more knowledge about the broader societal costs, benefits and risks. Questions and input on the societal input of smart grids can be sent to Mark at: email@example.com.
Power in the energy transition – Gijs Diercks (DRIFT)
Gijs Diercks facilitated a session in which we discussed a socio-political aspect of energy transition: namely, how unequal power limits change and reform. Gijs invited participants to discuss their experiences with power relations in energy projects. We often talk about a decentralization of power, but, power often ends up somewhere else. An interesting insight was that it would be good to talk more explicitly about power within concrete projects in the future.
Demo Day: Digital & Mobility
Webinar data management in practice - Arjan Koning (Amsterdam University of Applied Sciences) and Huib Pasman (Johan Cruijff ArenA)
Prior to the sessions, Arjan Koning and Huib Pasman gave a webinar on data management in practice. What do you need to consider when working with data? And what do you need to arrange in order to properly deal with ownership and authorization of access?
The ownership and responsibility of data – Noor Bouwens (Province of North Holland)
Following the webinar, Noor Bouwens led a working session in which the participants were introduced to the developments, tasks and challenges that the Province of North Holland sees in this area. It turned out that challenges in the field of data governance are recognizable to the businesses, knowledge institutions and governments alike. The biggest challenge is the substantive management of project data and deciding who is responsible for this.
The smart charging square – Peter van Dam (SlimLaden)
In this session, the participants reflected on what the future of parking will look like based on the smart charging square case in Haarlemmermeer. The main take-out from the session is that a broader framework is needed around electric parking solutions. It is difficult for municipalities to predict the future when it comes to EV charging. Therefore municipalities are hesitant to formulate concrete plans. Hopefully soon, more pilots will be set up to take smart charging solution to the next phase.
Are you joining us?
Our next Demo Days take place on June 14 (Mobility & Energy) and June 21 (Circular & Digital).
Are you working on an innovative project that could use some input? Or are you preparing for an inspiring event that needs a spotlight?
If it fits within our themes, sent a message via firstname.lastname@example.org or let us know in the comments. We are happy to talk with you to find out if it's a match! As soon as the program is determined, we will share it on the platform and give you the opportunity to join as participant.
On Thursday, March 17 Grisha Zotov pitched some of the dilemmas his team encountered during the process of urban design. Among others, he touched upon densification and building height as aspects that influence intensity of human interaction.
Located in the former industrial zone, Schinkelkwartier is an example of inclusive and interdisciplinary redevelopment. Destined to be a diverse mix-use hub, Schinkelkwartier will develop in several phases during 25 years. At an early stage local stakeholders and neighbors of the area were involved.
On behalf of Architectural Prescription Grisha raised questions about opportunities and risks offered by water-related location and complexity due to the amount of interested parties.
Suggestions, ideas and feedback are always welcome.
Local or guest, reach out and share what you think!
Smart mobility and LEV’s: a general introduction
#Smart-Mobility is an important aspect for daily life and commuting/recurrent transportation needs and in this day&age there are many potential solution(s) for smart-mobility in Amsterdam. Today some of these new vehicles types are mostly restricted on city streets and Amsterdam citizens cannot grasp the potential of this vehicles. These devices can go up to at least 20km of range for short trips and with vehicle speeds ranging from 20, 25, 45 km/h (e-scooter, e-bike, moped respectively) and some as far as 90km/h (micro-car 90), etc.
Potential CO2 emission reduction research
There is a study regarding CO2 potential emission reduction by the use of light electric vehicles (LEV's) in contrast to short car trips usage. LEV's CO2 emissions is averaged at 24g CO2 eq/km compared with conventional vehicles (including EV's) averaged at 203g CO2 eq/km. The findings are quite relevant since it could reduce CO2 emissions as much as 44% = 57 million tones CO2 eq per year. The full study can be found at URL link below.
If the Gemeente Amsterdam would lift the ban on LEV’s, this would be beneficial for Amsterdam citizens since they would have less noise (silent devices), cleaner air (by the study analysis) and maybe more fun alternative to ICE-scooters and cars.
Praat en beslis mee over de toepassing van kunstmatige intelligentie in Amsterdam. Tijdens het werklab ga je in gesprek over een concrete casus over het gebruik van een sensorenregister in de stad. Hoe moeten we daar volgens jou mee omgaan?
Een extra paar ogen is soms best handig. In Amsterdam zijn er veel extra ogen: camera’s en sensoren. Deze camera’s en sensoren zijn van de gemeente, maar ook van de buurtsupermarkt, dat grote internationale bedrijf of uw buurman. Gemeente Amsterdam wil graag weten hoeveel camera’s en sensoren er in Amsterdam zijn. Het is mogelijk om met kunstmatige intelligentie data van camera’s en sensoren in kaart te brengen. Maar hoe zit het met de privacy van Amsterdammers als zulke data worden verzameld? En is het automatisch in kaart brengen van camera’s en sensoren wel een goed idee?
Wij nodigen u van harte uit voor het KI-werklab, dé plek waar Amsterdammers met elkaar nadenken over het gebruik van slimme toepassingen in de stad. Het werklab wordt georganiseerd door Netwerk Democratie.
In this DemoDonderdag edition, we invite you to help us with steering 20 graduation research projects into valuable AI solutions for Amsterdam!
15:45 - Doors open
16:00 - Short Introduction
16:10 - Interactive Poster Session
17:00 - Networking & Snacks
Every year, we give master's students from the field of AI and Data Science the opportunity to conduct their graduation research on real-life problems together with the City of Amsterdam.
This year, we collaborate with 20 students from the University of Amsterdam, the Vrije Universiteit, and the University of Twente, on topics such as measuring the accessibility of our city, creating a healthier, greener, and cleaner environment, optimizing the maintenance of public assets and infrastructure, as well as improving internal processes such as document management.
During this event, the students will present their research directions and current findings, as well as their plans for the remainder of their theses. In a poster session setup, everyone would be able to explore the different projects, enjoy short demonstrations, and have an open discussion about their favorite topics.
What we would need from you is an open mind, constructive feedback, and fresh ideas, so that together we could help all projects crystallize, and eventually, turn them into valuable AI solutions for our city.
Last but not least, this would be a moment for all of us to reconnect and meet each other in a fully physical event.
Energy, food, mobility, finance – just about every global sector is expected to transform dramatically in the coming decades. So isn’t it time you create your own transition strategy?
Do you believe, like us, that sustainability and social justice are key to fundamental change? Then join ‘Just Sustainability Transitions’: a hands-on, six-month course that provides the tools and inspiration needed to facilitate change processes.
Leonie van den Beuken, Program Director of Amsterdam Smart City, is announced as the new chairwoman of the Vereniging Elektrische Rijders starting April 1. She will voluntarily fulfill her role as chairwoman in addition to her job as Program Director of Amsterdam Smart City. The Vereniging Elektrische Rijders (VER) represents the electric driver and serves as an independent source of information for (future) electric drivers. The VER increasingly contributes to the debate and implementation of the further electrification of the Netherlands, at national and regional, but also at local level. Leonie will play an important role in this. She considers her new position as a good challenge: ''Electric driving is better for our climate, ensures better livability of cities and villages and is also comfortable. However, electric vehicles are still far from being available to everyone. Building on the fantastic foundation the VER has laid, I am going to make every effort to accelerate the move towards cleaner mobility with a special focus on making it affordable and even more sustainable. For example, through shared mobility and innovating on more sustainable technology''
Leonie succeeds Koos Burgman, who was committed to the VER for the past five years and has helped the organisation grow to where it is today in an outstanding way. The VER has almost 10,000 members, more than 500 volunteers and almost 80 ambassadors and is growing steadily.
For more information about the VER and their mission, visit their website on: https://www.evrijders.nl/
Goed nieuws: steeds meer bedrijven gaan over op elektrisch rijden. Belangrijk, want alleen zo kom je als leverancier straks in Zaanstad, Haarlem, Almere en Amsterdam de stad nog in!
Ook op bedrijventerreinen zien we steeds meer elektrische bestel- en vrachtwagens rondrijden. In de toekomst zal circa 80% van de laadsessies plaatsvinden op deze bedrijventerreinen.
Hoe zorgen bedrijven samen voor voldoende en slimme laadpunten? Welke kansen liggen er in het zelf opwekken van stroom en het inzetten ervan voor eigen gebruik? Hoe organiseer je je als ondernemers op een bedrijventerrein om dit collectief aan te pakken? Wat is daarbij de rol van parkmanagers? En wat mag je van de overheid verwachten?
Kom op 14 april van 15.30 tot 17.00 uur naar de GDZESMRA Meetup #9: Laden op Bedrijventerreinen, hoe pak je dat aan? Praat onder leiding van Richard Hoving, Lead Mobiliteit van de Amsterdam Economic Board, mee en doe inspiratie op om zelf toe te passen.
- Frans van der Beek (SADC) geeft inzicht in de regionale verduurzamingsopgave voor bedrijventerreinen waar realisatie van laadinfrastructuur onderdeel van uitmaakt.
- Dertje Meijer (Food Center Amsterdam) vertelt voor welke vragen en welke collectieve opgave het FCA staat om het laden op hun terrein slim te gaan regelen.
- Eric Beers (HCNP) laat zien welke kansen er liggen om als logistiek ondernemer zelf aan de slag te gaan en zelf stroom op te wekken voor eigen gebruik.
- Robert van den Hoed (NKL Nederland) geeft een preview van de handreiking laadpunten op bedrijventerreinen die in mei uitkomt.
- Maarten Linnenkamp (MRA Elektrisch) vertelt hoe zij ondertussen aan de slag zijn en ervaring opdoen met de realisatie van laadinfra en voertuigen op bedrijventerreinen.
Walther Ploos van Amstel (Hogeschool van Amsterdam) reflecteert op het programma en wijst je de weg naar verdere versnelling.
Natuurlijk is er ook voldoende ruimte om met elkaar en de sprekers in gesprek te gaan. Dat kan ook informeel tijdens het netwerkmoment na afloop van het programma.
De Green Deal ZES MRA draait vooral om samenwerking en kennis delen tussen bedrijven, overheden en kennisinstellingen. Deelnemers aan de Green Deal ZES MRA testen niet alleen nieuwe praktische logistieke oplossingen, maar ook combinaties van nieuwe technologieën, publiek-private samenwerking en aangepaste regelgeving. De Amsterdam Economic Board stimuleert samenwerking en kennisdeling, agendeert actuele onderwerpen en geeft een podium aan relevante oplossingen. En activeert partijen om vooral mee te tekenen en daarmee een belangrijke te leveren aan de toekomst van de Metropool Amsterdam! Lees hier meer.
Hoe stimuleer je het fietsgebruik van medewerkers? Wat zijn de voordelen dat meer medewerkers gaan fietsen? Welke mogelijkheden zijn er om een fietsregeling aan te bieden? Welke voorbeelden bij andere organisaties zijn er?
Tijdens deze online inspiratiesessie van de Green Deal Fiets | arbeidsvoorwaarden ontdek je in een uur de positieve effecten van het vaker overschakelen naar de fiets voor werknemers en voor de organisatie. Daarnaast krijg je inzicht in de mogelijkheden om de fiets als vervoersmiddel te introduceren, wat er nodig is om werknemers gebruik te laten maken van fiets arbeidsvoorwaarden en concrete voorbeelden bij andere organisaties waar de fiets al gemeengoed is.
Alle deelnemers aan deze sessie kunnen in overleg aanspraak maken op een probeer e-bike(s) voor medewerkers. Ook kan er een beroep gedaan worden op een gratis mobiliteitsconsult door Breikers. Reden genoeg dus om aanwezig te zijn.
Programma ‘Werk maken van fietsen’
- Welkom en introductie Green Deal Fiets door Richard Hoving, lead Mobiliteit Amsterdam Economic Board
- Wat is ervoor nodig om een fietsregeling aan medewerkers aan te bieden? Rein Aarts, directeur Breikers
- Wat zijn de effecten van een fietsplan voor werknemers? En hoe implementeer ik een fietsplan binnen 2 weken. Mark Danhof, Manager Lease a Bike
- De fiets van de zaak in de praktijk, een bekend bedrijf aan het woord dat recentelijk een fietsplan heeft geïntroduceerd
Deze sessie is voor directeuren, HR managers, compensation & benefits specialisten, CSR en sustainability managers en/of mobiliteits experts.
De Amsterdam Economic Board is initiatiefnemer, net als het MRA Bureau, de Vervoerregio en BYCS. Samen met bedrijven, overheden en kennisinstellingen staan wij op de pedalen om meer bewoners en bedrijven te laten kiezen voor de fiets als vervoersmiddel.
De Green Deal Fiets is een convenant dat is ondertekend door 40+ organisaties in de Metropool Amsterdam. Het doel is om de positie van toonaangevende fietsregio te versterken en tot 2025 tienduizenden nieuwe mensen te bewegen om voor de fiets te kiezen. We richten ons op vier onderwerpen: fietsservicepunten | arbeidsvoorwaarden | jongeren op de fiets | kennisbundeling.
In the 18th episode of the Better Cities - The contribution of technology-series, I answer the question how digital technology in the form of MaaS (Mobility as a Service) will help reduce car use, which is the most important intervention of improving the livability of cities, in addition to providing citizens with a decent income.
Any human activity that causes 1.35 million deaths worldwide, more than 20 million injuries, total damage of $1,600 billion, consumes 50% of urban space and contributes substantially to global warming would be banned immediately. This does not apply to traffic, because it is closely linked to our way of life and to the interests of motordom. For example, in his books Fighting traffic and Autonorame: The illusory promise of high-tech driving, Peter Horton refers to the coteri of the automotive industry, the oil companies and befriended politicians who have been stimulating car use for a century. Without interventions, global car ownership and use will grow exponentially over the next 30 years.
Reduction of car use
In parallel with the growth of car use, trillions have been invested worldwide in ever new and wider roads and in the management of traffic flows with technological means.
It has repeatedly been confirmed that the construction of more roads and traffic-regulating technology have a temporary effect and then further increase car use. Economists call this induced demand. The only effective counter-measures are impeding car use and to discourage the perceived need to use the car, preferably in a non-discriminatory way.
Bringing housing, shopping, and employment closer together (15-minute city) reduces the need to travel by car, but this is a long-term perspective. The most effective policy in the short term is to reduce parking options at home, at work and near shopping facilities and always prioritizing alternative modes of transport (walking, micro-mobility, and public transport). Copenhagen and Amsterdam have been investing in bicycle infrastructure for years and are giving cyclists a green track in many places at the expense of car traffic.
For several years now, Paris has also been introducing measures to discourage car traffic by 1,400 kilometers of cycle paths, ban on petrol and diesel cars in 2030, redesign of intersections with priority for pedestrians, 200 kilometers of extension of the metro system and closure of roads and streets. Meanwhile, car use has fallen from 61% in 2001 to 35% now. Milan has similar plans and in Berlin a group is preparing a referendum in 2023 with the aim of making an area car-free larger than Manhattan. Even in Manhattan and Brooklyn, there is a strong movement to reduce car use through a substantial shift of road capacity from cars to bicycles, pedestrians, and buses.
Because of the pandemic, the use of public transport has decreased significantly worldwide as many users worked from home, could not go to school, took the bicycle or a car. Nevertheless, cities continue to promote public transport as a major strategy to reduce car use. In many places in the world, including in Europe, urban development has resulted in a high degree of dispersion of and between places to live, shop, and work. The ease of bridging the 'last mile' will contribute significantly to the increase in the use of public transport. While bicycles play an important role in this in the Netherlands, the ideas elsewhere are based on all forms of 'dockless micromobility’.
From a technological point of view, autonomous passenger transport involves type four or five at a taxonomy of automated cars. This includes the Waymo brand developed by Google. In some places in the US, these cars are allowed to drive with a supervisor ('safety driver') on board. Type 5 (fully autonomous driving under all circumstances) does not yet exist at all, and it is highly questionable whether this will ever happen. Besides, it is questionable too whether the automotive industry aspires building such a car at a substantial scale. Given their availability, it is expected that many people will forgo purchasing them and instead use them as a shared car or as a (shared or not) taxi. This will significantly reduce car ownership. To sell as many cars as possible, it is expected that the automotive industry will aim for level three automation, which means that the car can take over the actions of the driver, who must stay vigilant.
The impact on cities of autonomous shared cars and (shared) taxis is highly uncertain. Based on traffic data in the Boston area and surveys of residents, a study by the Boston Consultancy Group shows that approximately 30% of all transport movements (excluding walking) will take place in an autonomous car. But it also appears that users of public transport are a significant part of this group. Most people interviewed were scared using an unmanned shared taxi. Without sharing, there will be more cars on the road and more traffic jams in large parts of the city than now. A scenario study in the city of Porto (Portugal) that assumes that autonomous cars are mainly used as shared taxis and public transport is not cannibalized shows a significant decrease in car traffic.
Considering refraining from car use
Designing an efficient transport system is not that difficult; its acceptance by people is. Many see the car as an extension of the home, in which - even more than at home - they can listen to their favorite music, smoke, make phone calls or meet other persons unnoticed. Considering this, the step to alternative transport such as walking, cycling, or using public transport is a big one.
Most people will only decide to do so if external circumstances give sufficient reason. Hybrid working can lead to people wondering whether keeping an expensive (second) car is still responsible and cycling – in good weather – is also an option. Or they notice that because of restrictions driving a car loses part of its attractiveness and that public transport is not that bad after all. Some employers (Arcadis, for example) also encourage other forms of mobility than the (electric) lease car. <i>This lays the foundation for a 'mind set' in which people begin to break down their mobility needs into different components, each of which is best served by another mode of transport.</i> As soon as they realize that the car is an optimal solution only for part of the journeys, they realize that the price is shockingly high and a shared car is cheaper. For other journeys, a (shared) bicycle or public transport may be considered. Against this background, the concept of Mobility as a Service (MaaS) must be placed.
Mobility as a Service: MaaS
MaaS is an app that offers comprehensive door-to-door proposals for upcoming journeys, ranging from the nearest shared bicycle or scooter for the first mile or alternatively a (shared) taxi, the best available connection to public transport, the best transfer option, to the best option for the last mile. For daily users of the same route, the app provides information about alternatives in the event of disruptions. In the event of a delay in the journey, for example on the way to the airport, an alternative will be arranged if necessary. No worries about departure times, mode of transport, tickets, reservations, and payment. At least, ideally.
These kinds of apps are being developed in many places in the world and by various companies and organizations. First, Big Tech is active, especially Google. Intel also seems to have all the components for a complete MaaS solution, after taking over Moovit, Mobileye and Cubic. In Europe, it is mainly local and regional authorities, transport companies (Transdec, RATP, NS) and the automotive industry (Daimler-Benz and in the Netherlands PON).
The Netherlands follows its own course. The national MaaS program is based on public-private partnership. Seven pilots are ready to take-off. Each of these pilots places a different emphasis: Sustainability, accessibility of rural areas, congestion reduction and public transport promotion, integration of target group transport, public transport for the elderly and cross-border transport.
The pandemic has delayed its start significantly. The Gaiyo pilot in Utrecht (Leidsche Rijn) is the only one that is active for some time, and the results are encouraging. Apart from the national MaS pilots, the RiVier initiative was launched in January 2019; a joint venture of NS, RET and HTM in collaboration with Siemens.
Worth mentioning is an initiative from the European Union (European Institute for Innovation and technology - Urban Mobility), Eindhoven University of Technology, Achmea and Capgemini. 21 partners have now joined, including the municipality of Amsterdam. The aim is a pan-European open mobility service platform, called Urban Mobility Operating System (UMOS). The project aims to provide MaaS for the whole of Europe in the long term. UMOS expects local providers to join this initiative. Unlike most other initiatives, this is a non-profit platform. For the other providers, profitability will mainly be a long-term perspective.
The development of the MaaS app is complex from a technological and organizational point of view. It is therefore not surprising that five years after the first landing there are only partial solutions. <b>The basis for a successful app is the presence of a varied and high-quality range of transport facilities, a centralized information and sales system and standardization of various data and interfaces of all transport companies involved.</b> So far, they have not always been willing to share data. A company like London Transport wants to maintain direct contact with customers, and Uber and Lyft don't want to hand over the algorithms they use to calculate their variable fare. This type of data is indispensable for realizing a real-time offer of several door-to-door transport alternatives for every conceivable route, including pricing, and purchasing tickets. It is hoped that licensing authorities will mandate the provision of all data required for a fully functioning MaaS platform.
One of the most balanced MaaS applications is MaaX developed by Capgemini, the Paris Transport Authority and the RATP. This is comparable to the NS and OV9292 app, supplemented by options for carpooling, taxi transport, shared cars, shared bicycles, scooters, electric scooters, and parking.
Does MaaS is viable?
I believe that MaaS as such will encourage very few motorists to refrain from owning a car. This will mainly have to be done through measures that impede car use or reduce the need for it. Nevertheless, MaaS is useful for those who have just decided to look for alternatives. The app also has added-value for users of public transport, for instance if information in the event of disruptions is made available timely.
It is therefore clear to me that this app should be made available as a form of service, funded by the transport providers and the government and can make significant savings in infrastructure costs if car use decreases.
The above deepens two essays included in my e-book Cities of the Future: Always humane, smart if helpful. The first essay Livability and traffic – The walkable city connects insights about livability with different forms of passenger transport and policy. The second essay Towards zero road casualties: The traffic-safe city discusses policies to make traffic safer and the effect of 'self-driving' cars on road safety. The e-book can be downloaded here by following the link below.
Volgende week donderdag 17 maart vindt de tweede editie van Demodag #15 plaats. De thema’s Digitaal en Mobiliteit staan centraal, en het programma is inmiddels rond. Naast een paar mooie initiatieven en complexe vraagstukken, wordt er dit keer ook een korte webinar gegeven door de Hogeschool van Amsterdam en de Johan Cruijff ArenA. Deze introductie van datamanagement geeft een goede theoretische basis voor een van de daaropvolgende werksessie.
De Demodagen zijn onderdeel van ons innovatieproces en bedoeld om de voortgang van verschillende innovatieprojecten te stimuleren, hulpvragen op tafel te leggen, dilemma's te delen en anderen te betrekken bij projecten of uitdagingen. Meer informatie over wat de Demodagen precies zijn en waarom je mee wilt doen, vind je hier.
Klinkt het programma interessant? Je bent meer dan welkom om aan te sluiten. Laat het ons weten in de comments of mail naar email@example.com!
Amaze Mobility - Amaze Mobility
Amaze is een gedreven startup, die nauw samenwerkt met deelmobiliteit-aanbieders om het doolhof van gedeelde en duurzame mobiliteit te ontrafelen. Ondersteund door een consortium van experts uit de industrie, won Amaze een openbare aanbesteding in Amsterdam. Afgelopen jaren heeft Amaze met een ervaren team van 11 man geïnvesteerd in het ontwerpen en bouwen van een platform en app. Met deze app kunnen gebruikers kiezen hoe ze willen reizen op het moment dat zij dat nodig hebben.
Schinkelkwartier - Architectural Prescription
[PITCH IN ENGLlSH] Based on the example of Schinkelkwartier (The best masterplan in the Netherlands in 2021) the head of Architectural Prescription will deconstruct dilemmas of urban design using parametric analytics and computational tools. Feedback from the community on the digital approach to optimize urban fabric is very welcome.
Datamanagement in de praktijk - Hogeschool van Amsterdam / Johan Cruijff ArenA
Een introductie rondom datamanagement met praktische tips om verantwoord om te gaan met data. Waar moet je op letten als je met data werkt, het ontsluit, verzamelt en bewaart? Wat dien je te regelen om op een juiste manier om te gaan met eigenaarschap en autorisatie van toegang?
Het eigenaarschap en de verantwoordelijkheid van data - Provincie Noord Holland.
Hoe gaan onze overheden om met hun eigen data en data van derden? Welke afspraken maak je over de kwaliteit? Wat ligt bij de business en hoe creëer je bewustzijn? In deze werksessie gaat Provincie Noord-Holland verder in op de uitdagingen op het gebied van data eigenaarschap en verantwoordelijkheid.
Het slimme laadplein - SlimLaden
Vorig jaar is het laadplein met batterijen verstopt in straatmeubilair en slimme, dynamische laadzuilen in Hoofddorp in gebruik genomen. Dit zogenoemde Laadplein-2-Grid is de eerste in zijn soort in Nederland. Maar gaat het aantal EV-rijders in de komende jaren zo toenemen, dat het dynamisch parkeersysteem overbodig gaat zijn? Hoe ziet parkeren er in de toekomst überhaupt uit? Waar moet de focus liggen als je dit concept wilt opschalen?