Mobility
News

In early November, I travelled to Barcelona for the third time to attend the Smart City Expo World Congress. Together with the Amsterdam InChange Team, some of our network partners, and the Dutch delegation, we put together a strong content-focused programme, gained inspiration, and strengthened both international and national connections. In this article, I’ll briefly share some of my personal highlights from this trip. 

International Delegations: Building International Connections and Knowledge Exchange at the Expo

During the congress, I organised several guided visits from the Dutch Pavilion in collaboration with the DMI-Ecosystem. The aim of these visits was to connect the Dutch delegation with international colleagues and facilitate knowledge exchange. At the busy expo, full of companies, cities, regions, and conference stages, it’s really appreciated to join planned meetings on specific themes. It’s also a great chance to meet many international representatives in just a few days, since everyone is in the same place at the same time. 

We visited and connected with the pavilions of EIT Urban Mobility, Forum Virium (Helsinki), the European Commission, and Catalonian innovations. Topics such as The Future of Mobility, Digital Twins, and Net Zero Cities were central to the discussions. It was a good opportunity to strengthen existing networks and establish new connections. For myself, for Amsterdam InChange, and for the participants joining the meetings.  

A few aspects of the visits particularly stood out to me. At Forum Virium Helsinki we met with Timo Sillander and Jaana Halonen. I was impressed by their work with Digital Twins. They focus not only on the technology itself and the efficiency of urban systems, but also on the social dimensions a digital simulation can play into. Think of; unequal distributions of risks related to climate change and extreme weather conditions.  

I also appreciated the efforts of the European Commission. They are working to make it easier to navigate research topics, funding opportunities, and findings related to themes like energy-neutral cities. With their new marketplace, there is more focus on small and medium-sized cities across Europe, helping them to benefit from innovations that are often developed in larger urban areas.   

Collaborating Internationally on a Regional Challenge: Zero-Emission Zones and City Logistics

On Tuesday, my colleague Chris and I organised a session on zero-emission city logistics. We brought together representatives from Oslo, Helsinki, Stockholm, Munich, and EIT Urban Mobility, as well as the Dutch municipalities of Haarlemmermeer and Amsterdam. 

The session built on connections we made during other events on Sunday and Monday, bringing together an international group of stakeholders interested in this topic. During the discussion, we compared how different cities are approaching zero-emission zones and identified shared challenges, particularly in policymaking and working with logistics companies and local entrepreneurs. 

It was interesting to see how this topic lends itself so well to international comparison and exchange. For instance, while Amsterdam will be one of the first to implement a strict ZE zone in the city centre, other cities are already ahead in areas like charging infrastructure and the transition to cargo bikes. The group was eager to keep the discussion going, and we’re already planning a follow-up online meeting to continue learning from one another.  

Future-Proof Sports Fields, International Dinners, and Bicycles

Finally, a few other topics worth mentioning: I joined an international session hosted by the City of Amsterdam about future-proof sports fields. It was inspiring to reflect on the value and potential of sports fields for neighbourhoods, as well as their use as testing grounds for sustainable innovations. For me, the session reinforced how important these spaces are for local communities in cities, and sparked a new personal interest in this subject. 

I also really enjoyed both our own international changemakers’ dinner and another international dinner hosted by Drees & Sommer (thanks for the invitation!). Bringing together an international network — whether as individuals or in small groups — and mixing them at the table sparked meaningful conversations that felt different from those during the formal congress sessions or workshops. 

Lastly, it’s great to see more Superblocks and bicycles in the city every year! Go Barcelona! 

During our Knowledge and Demo Day on 10 October (2024), Guus Kruijssen and Rombout Huisman (Province of North Holland) led a working session on their recent scenario studies – Smart Mobility North Holland 2050. In this report, I will share the four ‘Context’ scenarios they developed, the process, and the discussions with the session participants.

Objectives of the Scenario Study

What do we actually mean by future visions and scenarios? What are the different types, and how can they be used? A discussion among the participants quickly highlighted the many different motivations, forms, and use cases. Rombout and Guus began by explaining their aim for this study.

The province of North Holland plays various roles in the field of mobility as a policymaker, road manager, and concession provider. Given the major challenges related to housing, CO2 emissions reduction, and road safety, their perspective on the future of mobility revolves around Reducing (travel), Improving (travel options), and Changing (travel behaviour). This perspective forms the basis for developing, operationalising, and maintaining their strategy – a cycle that spans approximately 50 years. However, digital developments and innovations are making the world change faster than ever, necessitating greater awareness of possible contextual changes. The key question is: how do the choices we make now relate to the different possible futures?

To explore this, a team of colleagues embarked on developing four challenging context scenarios. Working with internal and external experts, they moved from an environmental analysis and contextual factors to scenarios and strategic insights. The process and outcomes were kept administrative and had no political or policy-driven focus. The result is not a set of visions to choose from but rather a representation of various developments and challenges that may arise, to which you can assess your own projects and actions against.

The Four Scenarios

Four distinct context scenarios were developed. Here is a summary and a few key aspects of each:

1. Steady Traffic (Doorgaand verkeer) A slow shift towards a green economy, benefiting only the Amsterdam Metropolitan Area (MRA). The population grows to 3.7 million. Cars remain dominant, transitioning gradually to electric, but roads and trains stay congested. Digitalisation and innovation progress slowly, with limited impact on efficiency and accessibility.
2. Turbulent Weather (Rukwinden) Ongoing shocks and international instability, with the US leaving NATO and significant climate change. The population increases to 3.1 million. Fuel crises accelerate electrification, but investment focuses on priorities like the navy. Technological scepticism grows due to data breaches, impacting accessibility.
3. Our Own Path (Eigen weg) The Netherlands withdraws from international cooperation and leaves the EU, focusing on healthcare, circularity, and local production. The economy contracts due to trade restrictions and brain drain, and the population decreases to 2.6 million. Fewer traffic jams, but cars remain significant alongside increased regional public transport. Distrust in innovations and sustainability rises, with informal sharing preferred over commercial options.
4. Transition (Overstappen) Climate change accelerates transition and AI development. The population stabilises at 3.1 million. Non-sustainable sectors disappear, and reduced traffic results from digitalisation and virtualisation. Space is primarily used for energy infrastructure, and circular processes increase. The EU and the national government push for innovations like autonomous transport and shared mobility. Ownership is limited to the wealthiest, and digital infrastructure becomes a priority.

Outcomes and Follow-Up

Rombout and Guus guided the group through the process and results of these scenario studies. We discussed the developments and contextual factors used in the study, and considered if anything was missing. They openly shared their approach and how they plan to use these insights to assess their own policies and projects, and welcomed questions and suggestions from the group. There was also room for discussing the challenges. Because, while people can easily align on scenarios, opinions can still vary greatly on how we should act on them now.

Many of our partners are already working with future visions and scenarios. See, for instance, our report on a session with trendwatchers from the Municipality of Amsterdam. The purpose, process, and impact on policy, projects, and actions vary across organisations. However, there was agreement that sharing methods and scenarios is valued, particularly in a neutral setting like our innovation network. It fosters mutual understanding and offers valuable lessons from each other's research methods and practical applications. In the coming period, we will explore how we can contribute to this in our network on various transition themes.

Would you like to know more about this study from the Province of North Holland? Feel free to send me a message, and I will connect you. Interested in brainstorming about how we can approach this more frequently or systematically within the network? Let me know at pelle@amsterdaminchange.com.

A systems approach is key.

Climate transition plans that lack a systemic perspective can unintentionally shift risks, disrupt supply chains, harm human rights, or even contribute to biodiversity loss. For example, switching to a low-carbon product that requires three times more land may address your carbon goals, but jeopardize your biodiversity targets.

Without considering these interdependencies, your climate strategy may become inefficient and require reworking as new issues arise.

𝗧𝗵𝗲 𝘀𝘆𝘀𝘁𝗲𝗺𝗶𝗰 𝘀𝗰𝗲𝗻𝗮𝗿𝗶𝗼👇

By addressing root causes and considering the ripple effects of climate decision-making in other areas, a systems lens ensures your plan goes beyond regulatory box-ticking.

Together, we can co-create effective action plans with your stakeholders and develop customized decision-making frameworks, accounting for material impacts on climate, nature, and people across your operations and value chain.

How? Learn how our Systemic Transition Suite can unlock your business’s full potential ⬇️

#BeyondCompliance #climatetransition #sustainabilityreporting #CSRD #ESG #circulareconomy

On September 26th, our community gathered in the AHK Culture Club at Marineterrein Amsterdam for our Datadilemma’s series. This edition focused on the use of Data and AI to create a more accessible Amsterdam. This article presents some of the key highlights and insights from the afternoon.

Together with the three speakers, Vishruth Krishnan, Hans Voerknecht, Michiel Bontenbal, and our audience we discussed how data and AI can help make our city more accessible for all. Which dilemma’s do we encounter when we use new technologies for an accessible city? How can data help to get more understanding of unequal access to mobility in the country? And what about sounds and noise pollution; how can data help make te city more livable?

What the three speakers had in common; a personal motivation to get away from the surface and dive deeper into the data, attempting to get closer to people’s experiences and perceptions. From an ordinary routeplanner, to one paying specific attention to challenges for people in weelchairs. From generic accesibility data for the region, to data highlighting the unequal distribution of access to mobility. And from recording noise levels, to measuring and classifying all different sounds in urban settings. In the paragraphs below, I will delve deeper into the different speakers and their topics.
 
Visruth Krishnan – Personalized Route Planner for People in a Wheelchair
To help individuals with limited mobility navigate the city more easily, the city’s innovation department has developed a prototype route planning tool. This route planner maps out the most accessible routes based on personal needs, considering preferences like maximum curb height at crossings, minimum sidewalk width, and whether to prioritize sidewalks or bike paths.

Visruth Krishnan, Data Scientist at the Innovation Department of the Municipality of Amsterdam, explained how data helps facilitate travel from point A to point B. However, to ensure route planning tools address the challenges faced by wheelchair users, we must feed these systems with data drawn from real-world experiences. A person’s journey might present specific challenges, such as detours, improperly parked bicycles, slopes, and narrow footpaths.

Working with a group of wheelchair users, Visruth studied the obstacles and experiences they encountered on their routes. This research generated precise data to feed the route planner, enabling it to provide personalized route suggestions that account for each individual’s freedom of movement.
Visruth presented several dilemmas encountered during the project:

1. Subjectivity in the data: How busy is a sidewalk or intersection perceived to be? Are cyclists at a certain point fast and aggressive, or is that just a feeling?
2. Minimal vs. comprehensive data collection: How much data should be gathered? While more data might provide deeper insights, it could also increase privacy risks.
3. Accurate vs. timely data: Timely data may not always be accurate, and accurate data may not always be available in time for critical decision-making. Consider issues like illegally parked bikes, construction work, and terraces that vary in size and location depending on the season.
4. Transparency vs. complexity: How transparent should data-driven processes be, especially when the algorithms or analytics behind them are complex? AI is often seen as a "black box"—people don’t understand how it works or how data is processed, which can lead to less trust from the start.

To address these challenges, Visruth and his team maintain an ongoing dialogue with the target audience. It’s an iterative process, and they keep the ‘human in the loop.’ The prototype is now ready, and hopefully, it can be further developed!
 
Hans Voerknecht – Unequal Accesibility and Data to Support The Narrative
Hans Voerknecht, strategist for sustainable accessibility at Een Nieuwe Kijk, presented the Integrated Perspective on Accessibility method, which he developed to get a deeper understanding of people’s accessibility. This method assists in collecting data and analyzing the severity of current inequalities and the effects of policy measures. The method has already been applied in nearly twenty projects, including four in the Amsterdam region, such as the Multimodal Future Vision of the Metropoolregio Amsterdam (MRA).

IKOB stands for "Integrale Kijk Op Bereikbaarheid" (Integrated Perspective/view on Accessibility). IKOB examines the travel time and costs that people face to reach their workplace by bike, car, or public transport and it visualizes how many jobs people can access from a specific area.

IKOB uses 'distance decay curves<strong>,'</strong> meaning that jobs located closer are given more weight than those further away. Travel time and costs are adjusted depending on the target group. Factors considered include income, access to a car, travel cost reimbursement, public transport options, and preference for a mode of transport (car, public transport, or bike). For people with a lower income, costs weigh more heavily than for those with higher incomes.

Throughout his talk, Hans discussed how data can be used to support a narrative, either consciously or unconsciously. Regional research on the state of mobility can quickly paint a positive picture if you're working with averages and fail to examine differences between people. There are groups that experience less access to mobility, and for whom this issue carries more weight due to financial constraints. The way data is researched and how deeply you investigate determines to what extent this group and their challenges are brought into focus.

One of the dilemmas Hans mentioned was the fact that poor accessibility is a personal experience. It’s subjective, and there can be a lot behind it. Regardless of the detail and quality of your data, you can never be completely sure if it truly reflects the human experience it’s supposed to represent.
 
Michiel Bontenbal – The Urban Sounds Sensor
Our third and final speaker discussed sounds and noise pollution in an urban environment. It may not seem to immediately fit with the rest of the speakers, but urban sound is also important to consider when creating an accessible and liveable city.  Michiel Bontenbal, lecturer in business and IT courses at the Amsterdam University of Applied Sciences, told us more about the Urban Sounds sensor, developed in collaboration with the volunteer organization Sensemakers. He explained us more about the challenges they face with this AI-driven solution and raised some dilemmas in his work.

The Urban Sounds Sensor project was developed in response to the need for evidence of nighttime noise disturbances. It was crucial to be able to distinguish between different types of sounds, such as music, mopeds, alarms, doors, car noises, and honking.

Together with the volunteers from Sensemakers, Michiel designed the sensor in such a way that the recorded sounds are neither stored nor released. The microphone registers the sound, and the algorithm in the sensor immediately categorizes it within the device. This approach ensures privacy by design.

Training the sensor is still an ongoing process. Achieving high accuracy is challenging, as even humans sometimes have trouble identifying certain sounds. And, while measuring noise disturbances is definitely getting more attention in the city now. However, this specific method of distinguishing between sound categories is still lagging behind in both development and interest from government authorities.

Michiel concluded his presentation by discussing his dilemmas with the audience. One of his dilemmas, as expected, was about placing microphones in public spaces; how desirable is that, really? It's important to talk about ethics and privacy when measuring in public spaces, especially with a sound sensor that isn’t visible. His second point focused on the experience of city sounds. How you perceive sounds depends on personal experiences and preferences. Some people enjoy urban sounds, like the noise of a tram or ringing bike bells. People may have associations with certain sounds that determine whether they find them annoying, don't even notice them, or actually enjoy them. This is a factor that a sound sensor and the data it collects have difficulty accounting for.
 
Panel Discussion
After the presentations, we brought the speakers together for a panel discussion. Led by Chris de Veer, programme manager Mobility at Amsterdam InChange, there was an engaging conversation with the audience. To wrap things up, I’d like to highlight three key statements made by the speakers in response to some critical questions from the audience:

1. "We often try to objectify the world with data, but there is no objective truth. However, diving deep into data can give you a better and more diverse understanding of an issue or region." – Hans
2. "Data is always messy. If the data we input is messy, the outcome will also be messy. Garbage in, garbage out." – Michiel
3. “The Route Planner method and platform could be of great use in gaining a better overview of building accessibility throughout the city.” - Visruth

Thanks to the speakers for their stories and to the audience for the lively discussions afterwards. Want to join us for our next Data Dilemmas event? The next edition of this series of open events will be announced soon. We’re also always open to new themes and topics for this series; we’re curious to hear about the data dilemmas you encounter in your work!

Entrepreneurs test innovations during SAIL and Marathon
Public events like SAIL and the Marathon draw millions of visitors to Amsterdam. These events often take place in central locations where large crowds gather. As a result, various logistical arrangements need to be made, such as providing food and drinks, public toilets, and temporary modifications to streets. These situations pose sustainability and accessibility challenges for the city. However, they also make these events ideal testing grounds for innovations.

Testing with the city and event organizers
The In Residence program offers entrepreneurs the opportunity to test their innovations during public events. They work closely with event organizers, the City of Amsterdam, and an experienced mentor. Additionally, funding is available to support the pilot. If the innovation proves to benefit the city, the municipality may purchase it after the program.
Applications are open from October 1 to November 17. Selected entrepreneurs will prepare their pilot in early 2025, and most pilots will take place during the summer events, especially during SAIL 2025.
Apply via the website: https://innovatiepartners.nl/project/in-residence-open-evenementen-2025

Amsterdam 750th anniversary year
This is the second round of the In Residence Events program. During the 2024 event season, nine entrepreneurs tested their innovations, including at Pride Week, the Marathon, and the Dam tot Dam Run. If successful, innovations from both rounds of the program may be implemented during the events of Amsterdam’s 750th anniversary celebrations.

Interested or any questions? You can get in touch with Mark Stoevelaar (mark.stoevelaar@amsterdam.nl)

Photo: Edwin van Eis

ENGLISH BELOW

Gedurende de eerste helft van 2024 werkten we samen met vier studenten van de Hogeschool van Amsterdam (HvA) op het thema Mobiliteitsrechtvaardigheid. Samen met de provincie Noord-Holland waren we als opdrachtgevers onderdeel van een primeur: De eerste interdisciplinaire afstudeerkring van de Hogeschool van Amsterdam. De afstudeerders kwamen vanuit verschillende opleidingen. De groep van vier bestond uit twee Bestuurskunde studenten (Jade Salomons en Timo van Elst), een student Toegepaste Psychologie (Jackie Ippel), en een student Communicatie en Multimedia Design (Merel Thuis).

De HvA wilt haar studenten al vroeg bekend maken met interdisciplinair samenwerken en onderzoeken. Een domein-overstijgend en complex vraagstuk als Mobiliteitsrechtvaardigheid, wat al langere tijd binnen het Amsterdam Smart City netwerk wordt behandeld, bleek een mooi onderwerp voor hun eerste afstudeerkring. Voor zowel de HvA en de opdrachtgevers was er veel nieuw aan dit project en waren er veel onzekerheden, maar vanuit onze waarde ‘leren door te doen’ gingen we samen aan de slag!  
 
Resultaten
Na een kick-off met de leden van de Mobiliteitsrechtvaardigheid werkgroep en verkennende interviews met specialisten van Provincie Noord-Holland vormden de studenten concrete onderzoeksvragen. Na een brede introductie en vraagstelling hebben de studenten een deelonderwerp eigen gemaakt en hun afstudeeropdracht daarop ingericht. Bij deze licht ik kort toe wat de verschillende onderwerpen en resultaten waren. Bij vervolgvragen kunnen jullie mij of Bas Gerbrandy (PNH) een berichtje sturen.

- Timo keek naar het grotere plaatje en bestudeerde hoe het mobiliteitsbeleid in Noord-Holland nu is ingericht, met name met betrekking tot Mobiliteitsarmoede. Ook keek hij hoe participatiemethoden hier nu een rol in had. Hij schreef een advies waarin hij bijvoorbeeld pleit voor het installeren van participatie experts per domein/sector, in plaats van het als een apart team beschouwen.

- Jackie verdiepte zich nog meer in hoe ambtenaren zich verhouden tot de doelgroep die mobiliteitsarmoede kan ervaren. Zij onderzocht de bereidheid van ambtenaren om in gesprek te gaan met de doelgroep. Een belangrijk onderdeel wat velen nog een spannend idee vinden. Ook hielp Jackie mee met Jade’s focusgroep en kwalitatieve onderzoek.

- Jade ging namelijk het veld in. Ze sprak ouderen in Purmerend over hun reiservaringen en wat voor belemmeringen ze ervaren. Haar onderzoek bewees hoe belangrijk dit onderdeel is. Ze lichtten bijvoorbeeld uit dat ouderenvervoer goed geregeld is, maar dat ze angstig kunnen zijn tijdens hun reisbewegingen. Slechte kwaliteit van voetpaden en het snelle optrekken van een bus is waar ze het veel over wilden hebben.

- Ten slotte ging Merel aan de slag met een multidevice ontwerp. Ze creëerde een tool waarmee belevingen van inwoners op persoonlijk niveau uitgevraagd kunnen worden. Vervolgens wordt hierin inzichtelijk en tastbaar gemaakt wat beleidsrisico’s en -kansen zijn voor de sector Mobiliteit van de provincie. Het dient zo als gesprekstool en brug tussen de persoonlijke ervaringen van inwoners en de abstractere en strategische niveau van de beleidsmedewerkers.   
 
Interdisciplinair en organisatie-overstijgend samenwerken
Het is een intensieve periode geweest waarin we het de studenten, en hun afstudeerbegeleiders, niet altijd makkelijk hebben gemaakt. Het project stelde namelijk bloot hoe de afstudeertrajecten en -eisen verschillen per studie en faculteit binnen de HvA. De studenten en docenten gingen hier uiteindelijk soepel mee om, maar dit was zeker wennen voor ze tijdens de start van de afstudeerkring. Ook voor de opdrachtgevers en begeleiders was het een leerproces waarin we samen in een iteratief proces onze werkwijze en opdrachten moesten aanpassen.

Bij veel van de vraagstukken die langskomen in het Amsterdam Smart City netwerk gaat het over het belang van domein overstijgend werken en hoe veel moeite grote (overheids)organisaties hier mee hebben. Juist daarom kijken we tevreden en trots terug op dit proces. Op deze manier hebben we de studenten voor de start van hun carrière al laten kennismaken met het samenwerken op maatschappelijke vraagstukken, met anderen, die vanuit hun eigen expertise, achtergrond en creativiteit naar problemen en oplossingen kijken.   
 
Hogeschool van Amsterdam is op zoek naar een nieuw vraagstuk!
Ook komend jaar (start 2025) gaan we weer met veel enthousiasme aan de slag met een vraagstuk voor een nieuwe lichting afstudeerders. Om het onderwerp verder te brengen en om samen nog meer te leren over interdisciplinair samenwerken aan maatschappelijke vraagstukken. Samen met de HvA zijn we daarom op zoek naar een nieuw maatschappelijk vraagstuk voor de volgende groep afstudeerders. We zijn op zoek naar een onderwerp, maar ook een organisatie die, in combinatie met een ASC collega, als mede-opdrachtgever en begeleider zal optreden. Dit kan uiteraard in samenwerking met andere ASC partners.

Het onderwerp zal eind september bekend moeten zijn. In de weken die daarop volgen, zal de (groeps)opdracht gefinetuned worden en start de werving van geschikte studenten die in 2025 afstuderen.

Voor meer informatie kun je contact opnemen met Marije Poel (m.h.poel@hva.nl), Nora Rodenburg (n.m.rodenburg@hva.nl) of mij (pelle@amsterdamsmartcity.com)  
 
________________________________________

ENGLISH:
 
During the first half of 2024, we collaborated with four students from the Amsterdam University of Applied Sciences (HvA) on the theme of Mobility Justice. Together with the Province of North Holland, we had the privilege of being part of a pioneering project: the first interdisciplinary graduation circle at the HvA. The graduates came from different programmes, and the group of four included two Public Administration students (Jade Salomons and Timo van Elst), a student Applied Psychology (Jackie Ippel), and a Communication and Multimedia Design student (Merel Thuis).

The HvA aims to familiarise its students early on with interdisciplinary collaboration and research. A complex, cross-domain issue like Mobility Justice, which has been a topic of focus within the Amsterdam Smart City network for some time (LINK), proved to be an excellent subject for their first graduation circle. For both the HvA and the commissioners of the topic, this project was new and presented many uncertainties, but driven by our value of ‘learning by doing,’ we embarked on this journey together!

Results
Following a kick-off with members of the Mobility Justice working group and exploratory interviews with specialists from the Province of North Holland, the students began to formulate concrete research questions. After a broad introduction and question formulation, each student chose a specific sub-topic to focus on for their graduation project. Below, I briefly outline the different topics and results. For further questions, feel free to contact me or Bas Gerbrandy (PNH, bas.gerbrandy@noord-holland.nl).

- Timo looked at the bigger picture, studying how mobility policy is currently structured in North Holland, particularly concerning Mobility Poverty. He also examined the role of participation methods in this context. In his advisory report, he advocates, for example, the installation of participation experts per domain/sector, rather than considering it as a separate team.

- Jackie delved deeper into how civil servants relate to the target group that may experience mobility poverty. She investigated the willingness of civil servants to engage in dialogue with this group, an essential aspect that many still find daunting. Jackie also assisted with Jade's focus group and qualitative research.

- Jade took to the field, speaking with the elderly in Purmerend about their travel experiences and the barriers they face. Her research highlighted the importance of this issue. For instance, she found that while transport services for the elderly are well-organised, they often feel anxious during their journeys. Poor pavement conditions and the sudden acceleration of buses were frequent topics of concern.

- Finally, Merel worked on a multi-device design. She created a tool that can be used to gather personal experiences from residents. This tool then makes the policy risks and opportunities for the Mobility sector in the province more visible and tangible. It serves as a discussion tool and a bridge between the personal experiences of residents and the more abstract, strategic level of policy officers.

Interdisciplinary and Cross-Organisational Collaboration
It has been an intensive period in which we didn’t always make it easy for the students and their graduation supervisors. The project revealed how graduation trajectories and requirements vary across programmes and faculties within the HvA. The students and lecturers eventually handled this smoothly, but it was certainly an adjustment for them at the start of the graduation circle. It was also a learning process for the supervisors, where we had to iteratively adapt our working methods and assignments together.

Many of the issues that arise in the Amsterdam Smart City network relate to the importance of cross-domain collaboration and the difficulties that large (government) organisations often face with this. That’s why we look back on this process with satisfaction and pride. We have introduced the students to the practice of working on social issues, with others who bring their own expertise, background, and creativity to the table, before the start of their careers.

Amsterdam University of Applied Sciences is Looking for a New Topic!
Next year (start of 2025), we will again enthusiastically tackle a new topic with a fresh group of graduates, to further advance the subject and learn even more about interdisciplinary collaboration on social issues. Together with the HvA, we are therefore looking for a new social issue for the next group of graduates. We are searching for a topic, as well as an organisation that, in combination with an ASC colleague, will act as a co-client and supervisor. This can, of course, be in collaboration with other ASC partners.

The topic should be finalised by the end of September. In the weeks after, the (group) assignment will be fine-tuned, and the recruitment of suitable students graduating in 2025 will begin.

For more information, you can contact Marije Poel (m.h.poel@hva.nl), Nora Rodenburg (n.m.rodenburg@hva.nl), or me (pelle@amsterdamsmartcity.com).

Yuki Tol and Joaquim Moody, trend watchers for Smart Mobility at the Innovation Department of the Municipality of Amsterdam, delivered the Mobility Radar on future public Transport.Twee 'moonshots' geven je een,van zo'n 11 jaar) this March. In this first edition, the Amsterdam Smart Mobility program delves deeper into the city's mobility challenges. Will staff and funding shortages, the energy transition, and a growing demand for (accessible) transport options continue to impact the city's future public Transport system? Two 'moonshots' give us a glimpse into the future, showing what public Transport might look like in 2050.

The new concession for public Transport in Amsterdam is nearly ready and will commence in 2025 for a period of approximately 11 years. This is a good time to engage in discussions about the steps that need to be taken to achieve the goals and ambitions set for 2050. It is also crucial to determine what measures are necessary to address the developments that public Transport will face in the future. If the current system is continued, we are only one or two concessions away from 2050. Therefore, now is the time to start working on developments, innovations, and concepts that we want to include in the concessions for the 2030s and 2040s.

Exploring the future together
The Radar team has developed a workshop to engage with various organizations, experts, residents, and enthusiasts to discuss the Mobility Radar. In this workshop, participants jointly explore the trends and developments that can influence the future of mobility. It is a great way for participants to practice this way of thinking, and such a session also brings up topics and discussion points that the Municipality of Amsterdam can incorporate into its future explorations and concessions.
During our 24th Knowledge and Demo Day, Joaquim Moody hosted a work session for a diverse group of participants various organizations and domains. In three groups, we analysed an emerging public Transport challenge using the Mobility Radar approach and creatively thought about solutions. In the following paragraphs, I summarize what we discussed with the group.

Method
The starting point is a number of current challenges in public Transport: staff shortages, funding shortages, accessibility, the energy transition, and the growing demand for public Transport.

Each group selects one of the challenges and then 'dissects' it. Using a worksheet, you look at the following topics: What basic need underlies this challenge? What are examples of how or where you see this challenge currently? What macro changes play a role in the emergence of this challenge – in the long and short term? And how do these macro changes affect which basic needs are important and how they are fulfilled?

Next, you start creating a solution for this challenge and trend. Examples of solutions are: a service, a product, a regulatory adjustment, or an informative campaign. You also need to consider how you would deploy it and who exactly the target audience is.

Results

Accessibility
One of the groups analysed the challenge of public transport accessibility. This needs to be adequate for everyone, now and in the future. Accessibility involves affordability, the digital skills required, travel costs, and physical accessibility. This challenge mainly revolves around the basic needs of connectedness, independence, and control. The macro changes playing a role are migration (increasing number of people to be transported) and aging (more people wanting to travel independently but requiring extra assistance – particularly in digital and physical aspects). Therefore, more space and special assistance will be needed for a growing group of travellers.
The group proposed focusing more on 'micro public transport' and 'on-demand public transport' and making bus and train compartments more flexible. This would make people less dependent on a rigid system and travel environment. The group argued that air travel can serve as an example, where you can specify exactly where you want to sit, whether you need extra space, and if you require extra assistance. These needs deserve more attention in public transport as well. This can be tested with prototypes in train cars and buses and is intended for the target groups: the elderly, people with disabilities, and parents with young children.

Staff Shortages in Public transport
The challenge of 'staff shortages in public transport' is reflected in developments such as cancelled schedules, high work pressure, high absenteeism, strikes, and less social control in public transport (due to less staff). The basic needs affected by this challenge are the need for social status, financial security (for the driver), and a pleasant, healthy workplace. Macro changes playing a role include the large number of job opportunities in other sectors, increasing aggression and hardening in society, worsening public perception of public transport, and aging. As a result, working in public transport has become less prestigious, less safe, relatively less well-paid, and there is little influx of new, young employees.
The group proposed a campaign to improve the image of working in public transport. Currently, too few people choose this profession. However, with campaigns similar to those by the Defense Department, it could be made trendy and attractive again. Influencers or famous Dutch people could also play a role in this. The target audience to be enthused includes young starters and people considering a career switch.

The Growing Demand for public transport
Finally, the third group presented their worksheet regarding the challenge of the growing demand for public transport (and the decline in public transport investments). This is reflected in the decline in service quality, travel options, and the fact that less equipment is available. This affects the basic needs of comfort, connection, and being able to be oneself). Macro changes exacerbating these challenges include the decreasing space for mobility, individualization as a societal development, and increasing travel costs. This leads to a kind of public transport anxiety, aversion, and aggression, which is already happening and is only getting worse, the group noted.

The group proposed recognizing the societal role of public transport more, which would lead to more respect and funding. We should also further 'de-peak' travel times by better aligning telecommuting days or departure times for employees. This can be tested with pilots in specific (travel) areas or with large employers. The target audience can be seen as all travellers together.

Follow-Up
Joaquim will use the presented analyses and solutions as inspiration for further research and use the feedback on the method and workshop to improve such sessions in the future. Enthusiastic participants also wanted to use this method for sessions with students and international delegations, illustrating its success!
During the upcoming Knowledge- and Demo Day, we will have another session on mobility with a similar approach, but this time we will work with the scenario studies made by the Province of North Holland. Thinking about the future using trends, scenarios, and moonshots is essential in every domain, especially when done with a diverse group and maintaining connection.

Intro

Op woensdag 19 juni 2024 vond het trainee event Smart Mobility plaats bij AMS. Verschillende prominente organisaties waren aanwezig, waaronder de provincies Noord-Holland en Utrecht, de Metropoolregio Amsterdam (MRA), het MRA platform Smart Mobility, de Vervoerregio Amsterdam (VRA), en de gemeente Utrecht. Het evenement richtte zich op verschillende thema’s binnen de slimme en schone mobiliteit.

Doelen van het Evenement

Het evenement had drie hoofddoelen:
· Kennis vergaren: Inzicht krijgen in de nieuwste ontwikkelingen en uitdagingen op het gebied van slimme mobiliteit.
· Netwerken: Verbinding maken met professionals uit verschillende regio’s en sectoren.
· Teamwork: Samenwerken aan oplossingen voor actuele mobiliteitsvraagstukken.

Sprekers

Daniël van Motman (VRA en MRA-platform Smart Mobility)

Daniël van Motman gaf een uitgebreide presentatie over de huidige stand van zaken in de woningbouw, de schaarste aan mensen en grondstoffen, en het belang van duurzame samenwerking. Hij benadrukte dat, ondanks technologische vooruitgang, de mens nog steeds de slimste factor blijft in slimme mobiliteit.

Sander Oudbier (AMS)

Sander Oudbier presenteerde verschillende projecten die momenteel lopen binnen AMS, zoals City Flows, Smart Hubs en Code the Streets. Hij besprak ook educatieve initiatieven zoals MaaS for Elderly en het autovrije marine terrein. Een bijzonder project dat werd uitgelicht was de ontwikkeling van Roboat, dat zal worden ingezet tijdens de Olympische Spelen in Parijs. Daarnaast werd het project Digitale Regie op de Openbare Ruimte (DRO) besproken, dat de komende vijf jaar zal lopen vanuit DMI.  

Pelle Menke (Amsterdam Smart City)

Pelle Menke presenteerde de thema’s mobiliteitsrechtvaardigheid en CO2-vrij reizen naar de JC ArenA. Hij benadrukte dat mobiliteit voor veel mensen moeilijker wordt en specifieke subgroepen unieke wensen hebben. Een werkgroep onderzoekt mogelijke oplossingen door kennisdeling en samenwerking met overheden. Ook werd een challenge besproken om CO2-vrij naar de JC ArenA te reizen door fiets, openbaar vervoer en deelvervoer te promoten. Samenwerking met vervoerders, evenementenorganisaties zoals Ajax, en gebiedsontwikkelaars is essentieel, evenals gedragsverandering en aanpassing van reisgewoontes.

Workshop: Crowdmanagement voor Sail 2025

De workshop werd verzorgd door Wouter en Maarten van het MRA-platform Smart Mobility.

“Hoe verzorgen we een goed crowdmanagement tijdens Sail 2025?”

De eerste stap in dit proces was het nadenken over ons eigen reisgedrag. We kregen per persoon een modaliteit aangewezen. De vraag was: als je om 12:00 op een bepaalde plek hebt afgesproken met je groep vrienden, wat heb je dan nodig om daar te komen?

Dit zorgde ervoor dat we nadachten over alle voorzieningen zoals (fiets)parkeerplekken en openbaar vervoer. Voor deze voorzieningen heb je data nodig, zoals inzicht in de beschikbaarheid van parkeerplekken en de status van het openbaar vervoer. Ook vanzelfsprekende dingen, zoals het checken van het weer met bijvoorbeeld Buienradar, zijn belangrijk omdat het weer een grote impact heeft op ons reisgedrag.

Daarna stapten wij in de rol van verkeersmanager. We bedachten welke middelen we konden inzetten om bezoekers zo goed en gemakkelijk mogelijk op hun bestemming te krijgen. We dachten aan elementen zoals éénrichtingsverkeer en het aantrekkelijker maken van het openbaar vervoer en de fiets. Dit konden we bewerkstelligen door bijvoorbeeld entertainment in het OV of het verzamelen van tokens op fietsroutes naar het evenement, die je kon inwisselen voor een gratis drankje. Ook kwamen er vragen naar voren zoals: hoe zorg je dat alles toegankelijk is voor iedereen? Hoe zorg je ervoor dat mensen met een beperking ook gemakkelijk naar het event kunnen komen? Hoe zorg je ervoor dat mensen die niet digitaal vaardig zijn, ook alle informatie kunnen krijgen?

Wat vond ik ervan?

Al met al was ik zeer te spreken over dit evenement. Ik heb geleerd dat de wereld van slimme en schone mobiliteit zeer breed is. Er is veel werk te doen in de komende jaren om ervoor te zorgen dat we anders gaan kijken naar mobiliteit. Een belangrijk punt dat ik heb meegenomen, is de filosofie dat de mens nog steeds de slimste factor is in Smart Mobility en dat we de mens echt centraal moeten stellen. Daarnaast is het uiterst belangrijk dat we ervoor zorgen dat de wensen en behoeften van minderheidsgroepen goed worden meegenomen en dat Smart Mobility niet alleen voor de grootste groep mensen is, maar voor iedereen.

News from the Province Noord-Holland, the Netherlands

Mobility is a necessity for everybody, to be able to work, shop, recreate, visit friends and family, etc. For those who cannot or do not want to use their own means of transport, the province Noord-Holland recemtly adopted a new vision on Public Mobility. This vision aims to make better and affordable public transport possible, also in small towns. How? By making it easier to switch between different modalities. And by offering sustainable, inclusive mobility without using your own means of transport. This includes trains, buses and local buses, but also shared bicycles and shared cars. The province wants public mobility to be well organized everywhere in the province. This is not about more public transport, but about better public transport. It is important that the entire (chain) journey from door to door works well, including:
the train, pre- and post-transport, shared mobility and regional public transport of the Transport Region and surrounding provinces.

Discover here how this system contributes to accessible and future-proof mobility for everyone: 👉https://lnkd.in/e6NeumeZ
Or watch the animation: 👉https://lnkd.in/eTWv3kXw

On May 17 and 18, I had the honour to join regional minister Olthoff from the Province of North Holland on a mission to Stuttgart, Baden-Württemberg. We went there to exchange experiences and learn from each other especially in the field of smart mobility.

After a nice train ride of no longer than 6 hours, we arrived in Stuttgart. We started our trip with a visit to ArenA2036 and Plug and Play Techcenter. A state-of-the-art research campus connected to a startup accelerator. Sascha Karimpour, director of Plug and Play, enthusiastically introduced us to their startup accelerator. He told us how they bring research and industries together and find efficient ways to collaborate with startups.

“To keep it exciting we constantly have to change. The major challenge now is not only matching start-ups and companies but also putting a lot of effort in stakeholder management, because if you don’t do that it will fall apart” - Sascha Karimpour.

In the research lab of ArenA2036 we saw amazing technologies come to life. From smart floors to highly advanced robotica and intralogistics; optimizing human and robot logistics in production. Peter Froeschle, CEO of ArenA2036, showed us around.

“Bringing all disciplines together increases creativity. But building an innovation platform is much more than just providing the facility. You need to keep the fire burning.” – Peter Froeschle.

In the afternoon, we had an official exchange with Verband Region Stuttgart. Here we learned that the Province of North Holland and Baden- Württemberg face a lot of the same mobility challenges. Similar to the Province of North-Holland, the interaction between urban and rural areas is important in Baden- Württemberg. We visited their innovative mobility hub concept. With standard services like the bus, taxi, P&R, bike & ride, but also an Information Terminal and 24/7 Info hotline, bike service station and kiosk.

Afterwards, we visited the construction site of Stuttgart 21, a large fully underground train station and 60km tunnel - a highlight of the trip! The impressive station is designed by the architect Ingenhoven. The prestigious design is characterised by its huge concrete pillars and a glass roofs providing light. A very controversial project which in the end was voted for in a referendum with 57% of the votes. By building the train station underground, public space in the city center will be freed up for housing. Take a look yourself at this unique project.

The next morning, we continued the knowledge exchange with the ministry of Transport of Baden- Württemberg. We learned a lot from their ambitious plans. State secretary of Transport Zimmer presented us the ambitious plans of Baden- Württemberg. Their goal is to be climate neutral in 2040, which is 10 years earlier than the EU ambitions. They really aim to be the frontrunner. Inspiring financing tools like a Mobility Pass and a Mobility Guarantee were presented. As well as diverse modalities of Mobility on Demand in more remote locations.

All in all, it was a very inspiring trip! We learned a lot and strengthened the ties with the Baden- Württemberg region.

For decades, the behaviour of urban planners and politicians, but also of residents, has been determined by images of the ideal living environment, especially for those who can afford it. The single-family home, a private garden and the car in front of the door were more prominent parts of those images than living in an inclusive and complete neighbourhood. Nevertheless, such a neighbourhood, including a 'house from the 30s', is still sought after. Attempts to revive the idea of 'trese 'traditional' neighbourhoods' have been made in several places in the Netherlands by architects inspired by the principles of 'new urbanism' (see photo collage above). In these neighbourhoods, adding a variety of functions was and is one of the starting points. But whether residents of such a neighbourhood will indeed behave more 'locally' and leave their cars at home more often does not depend on a planning concept, but on long-term behavioural change.
An important question is what changes in the living environment residents themselves prefer. Principles for the (re)design of space that are in line with this have the greatest chance of being put into practice. It would be good to take stock of these preferences, confront (future) residents conflicting ideas en preconditions, for instance with regard to the necessary density. Below is a number of options, in line with commonly expressed preferences.

1. Playing space for children

Especially parents with children want more playing space for their children. For the youngest children directly near the house, for older children on larger playgrounds. A desire that is in easy reach in new neighbourhoods, but more difficult in older ones that are already full of cars. Some parents have long been happy with the possibility of occasionally turning a street into a play street. A careful inventory often reveals the existence of surprisingly many unused spaces. Furthermore, some widening of the pavements is almost always necessary, even if it costs parking space.  

2. Safety

High on the agenda of many parents are pedestrian and cycle paths that cross car routes unevenly. Such connections substantially widen children's radius. In existing neighbourhoods, this too remains daydreaming.  What can be done here is to reduce the speed of traffic, ban through traffic and make cars 'guests' in the remaining streets.  

3. Green

A green-blue infrastructure, penetrating deep into the immediate surroundings is not only desired by almost everyone, but also has many health benefits. The presence of (safe) water buffering (wadis and overflow ponds) extends children's play opportunities, but does take up space. In old housing estates, not much more is possible in this area than façade gardens on (widened) pavements and vegetation against walls.  

4. Limiting space for cars

Even in older neighbourhoods, opportunities to play safely and to create more green space are increased by closing (parts of) streets to cars. A pain point for some residents. One option for this is to make the middle part of a street car-free and design it as an attractive green residential area with play opportunities for children of different age groups. In new housing estates, much more is possible and it hurts to see how conventionally and car-centred these are often still laid out. (Paid) parking at the edge of the neighbourhood helps create a level playing field for car and public transport use.  

5. Public space and (shopping) facilities

Sometimes it is possible to turn an intersection, where for instance a café or one or more shops are already located, into a cosy little square. Neighbourhood shops tend to struggle. Many people are used to taking the car to a supermarket once a week to stock up on daily necessities for the whole week. However, some neighbourhoods are big enough for a supermarket. In some cities, where car ownership is no longer taken for granted, a viable range of shops can develop in such a square and along adjacent streets. Greater density also contributes to this.  

6. Mix of people and functions

A diverse range of housing types and forms is appreciated. Mixing residential and commercial properties can also contribute to the liveliness of a neighbourhood. For new housing estates, this is increasingly becoming a starting point. For business properties, accessibility remains an important precondition.  

7. Public transport

The desirability of good public transport is widely supported, but in practice many people still often choose the car, even if there are good connections. Good public transport benefits from the ease and speed with which other parts of the city can be reached. This usually requires more than one line. Free bus and tram lanes are an absolute prerequisite. In the (distant) future, autonomous shuttles could significantly lower the threshold for using public transport. Company car plus free petrol is the worst way to encourage sensible car use.  

8. Centres in plural

The presence of a city centre is less important for a medium-sized city, say the size of a 15-minute cycle zone, than the presence of a few smaller centres, each with its own charm, close to where people live. These can be neighbourhood (shopping) centres, where you are sure to meet acquaintances.  Some of these will also attract residents from other neighbourhoods, who walk or cycle to enjoy the wider range of amenities. The presence of attractive alternatives to the 'traditional' city centre will greatly reduce the need to travel long distances.
 
The above measures are not a roadmap for the development of a 15-minute city; rather, they are conditions for the growth of a liveable city in general.  In practice, its characteristics certainly correspond to what proponents envisage with a 15-minute city. The man behind the transformation of Paris into a 15-minute city, Carlos Moreno, has formulated a series of pointers based on all the practical examples to date, which can help citizens and administrators realise the merits of the 15-minute city in their own environments. This book will be available from mid-June 2024 and can be reserved HERE.
 
For now, this is the last of the hundreds of posts on education, organisation and environment I have published over the past decade. If I report again, it will be in response to special events and circumstances and developments, which I will certainly continue to follow. Meanwhile, I have started a new series of posts on music, an old love of mine. Check out the 'Expedition music' website at hermanvandenbosch.online. Versions in English of the posts on this website will be available at hermanvandenbosch.com.

Als Amsterdam Smart City netwerk bijten we ons vast in complexe stedelijke transitievraagstukken. Ze zijn complex omdat doorbraken nodig zijn; van kleine doorbraakjes, tot grotere systeem doorbraken. Denk aan bewegingen rond; organisatie-overstijgend werken, domein-overstijgend werken, en van competitief naar coöperatief. Als netwerk zetten we samenwerkingsprojecten op waarin we gaandeweg ondervinden met wat voor barrières we te maken hebben en wat voor doorbraken er nodig zijn.

Tijdens ons jaarlijkse Partnerdiner op 2 april, hadden we het samen met eindverantwoordelijken van onze partnerorganisaties over de strategische dilemma’s die spelen bij transitievraagstukken. Als gespreksstarters gebruikten we onze lopende onderwerpen van 2024: De coöperatieve metropool, de ondergrond, de circulaire metropool en drijvende wijken. De gesprekken aan tafel gingen echter over wat er aan de basis staat van het werken aan transitievraagstukken. Zo ging het bijvoorbeeld over; het samenwerken aan visies en scenario’s, leiderschap, burgerlijke ongehoorzaamheid en de kracht van coöperaties. In dit artikel bespreek ik beknopt een aantal onderwerpen die onder de aandacht werden gebracht door onze gasten.

Belangen en visie organiseren
Bij een vraagstuk of onderwerp als de ondergrond, gaan we het al snel hebben over de data en de oplossingen. Dat is ‘te makkelijk’. Technisch gaat het allemaal wel kunnen, maar als we daar te snel beginnen met de oplossing lopen we over een aantal jaar weer vast. Het is belangrijk om eerst een stapje terug te doen en een gedeeld belang en gedeelde visie te organiseren.

Hoe je belanghebbenden verzamelt, en de methode om tot een gedeelde visie te komen, dat is wat meer aandacht verdient. Neem het ondergrond vraagstuk als voorbeeld. Op welke schaal organiseer je daarvoor de belanghebbenden? Aan de oppervlakte hebben we Gemeentelijke en Provinciale grenzen, maar in de ondergrond liggen netwerken van kabels en leidingen die op andere schaal zijn geïnstalleerd en hebben we te maken met bodemtypologieën met verschillende behoeften.

Samen voorstellen en voorspellen
Dat waar je naartoe wilt werken, dat moet van iedereen voelen. Het is belangrijk om een setting te creëren van gedeeld eigenaarschap, waarin iedereen zich ook gehoord voelt, en dat je voelt dat de mensen met wie je gaat samenwerken ook voor jouw belangen op zullen komen. Om samen tot een visie te komen, is het belangrijk om te werken aan scenario’s en die samen te doorleven. Je moet het dan niet alleen hebben over waar je heen wilt, maar ook uitwerken wat er gebeurt als je niets doet of als het helemaal verkeerd uitpakt.

De scenario’s zouden op waarden moeten rusten. Het beeld wat bij de scenario’s hoort is veranderlijk, maar de waarden niet. Samen ben je continu in samenspraak over wat de waarden betekenen voor het verhaal dat je creëert.

Leiderschap en een interdisciplinaire werkwijze
Transitievraagstukken en bovenstaande aanpakken verdienen een bepaald soort leiderschap. Zo zou een leidinggevende bijvoorbeeld een veranderlijke en faciliterende houding moeten tonen, en moet hij/zij vanuit waarden werken die inspireren en verbinden. Het zou meer moeten gaan over het faciliteren van doeners, het stimuleren van doelgericht samenwerken in plaats van taakgericht en ruimte bieden voor menszijn en persoonlijke expertises. Met dit laatste wordt verwezen naar een stukje burgerlijke ongehoorzaamheid. Om dingen die we belangrijk vinden in gang te zetten moeten we soms even los kunnen denken van onze organisatiestructuren en functies. We zouden wel wat vaker mogen appelleren aan ons menszijn.

Meer faciliteren en minder hiërarchie helpt ons om beleid en praktijk dichter bij elkaar te brengen, en om van competitief naar meer coöperatief te bewegen. Als je naar de uitvoering gaat mag de kracht verplaatsen naar de uitvoerders. De machtsverschuivingen tussen leidinggevenden en de doeners, met specifieke rollen en expertises, mag in een constante wisselwerking rond gaan.

Ook interdisciplinair samenwerken aan transitievraagstukken zal nog meer moeten worden gestimuleerd, en misschien wel de norm moeten worden. Bij overheden en bestuurders bijvoorbeeld, zijn transitie thema’s verdeeld over domeinen als energie, mobiliteit, etc. maar de vraagstukken zelf zijn domein overstijgend. Als voorwaarde zou je kunnen stellen dat je altijd twee transities aan elkaar moet koppelen. We zouden meer inspirerende voorbeelden moeten laten zien waarbij verschillende domeinen en transities aan elkaar worden gekoppeld, door bijvoorbeeld overheden.

Publiek-privaat-civiel
Publieke, private en civiele partijen zouden nog meer naast elkaar aan tafel mogen, in plaats van tegenover elkaar. Bedrijven kunnen verzuild zijn, of zich zo voelen, en zouden nog meer om zich heen kunnen kijken en samenwerken. Niet alleen met overheden, maar ook met civiele organisaties. Er zijn vaak meer gezamenlijke belangen dan we denken.

In een beweging naar niet-competitief samenwerken kunnen coöperaties een belangrijke factor zijn. Wanneer je meer autoriteit bij coöperaties neerlegt, weet je zeker dat er in de basis voor een wijk, een stad, haar inwoners, een publiek belang wordt gewerkt. Er liggen dan ook veel kansen bij een faciliterende houding vanuit de overheid naar coöperaties toe, en in de samenwerking tussen bedrijven en coöperaties.
 
Er zijn tijdens dit diner veel onderwerpen aan bod gekomen waar we met het netwerk mee aan de slag kunnen in onze programmering. De input wordt gebruikt voor onze lopende vraagstukken en we gaan de komende tijd in gesprek met partners om te kijken of we van start kunnen met verdiepende sessies of het ontwikkelen van methoden op (enkele van) deze onderwerpen.
<em>Wil je doorpraten over deze onderwerpen, met ons - of een van onze partners? Mailen kan naar pelle@amsterdamsmartcity.com*</em>

In a world where moving yourself from point A to point B is becoming much more crucial than ever, there are people out there who cannot experience such a luxury at the flick of a wrist, or perhaps the clack of an ankle? It is hard to imagine sometimes, but there are those who cannot move around as easily as others; be it because of financial, physical, vehicular, or other reasons. A community that can go about as they please without any issues is a happy community that is beneficial to society – For a collective of governments and businesses it is in their best interests to ensure citizens can experience freedom and liberty in their mobility. The question of how to achieve this freedom in mobility and how to deter against injustices regarding mobility remains a hot topic, however. On behalf of Provincie Noord Holland and in collaboration with Amsterdam Smart City and Amsterdam Centre of Expertise, a group of graduating students tackled this topic on the latest Demoday of 2024.

Starting the voyage : What are mobility injustices?
A value workshop led by Jackie Ippel and Jade Salomons engaged the participants in a fun, creative wave of brain-crackling activities. Participants were presented with a question of whether they knew what mobility injustices, or as we call it in Dutch “Mobiliteits Armoede”, was. An explanation of which followed suit soon after. Mobility Injustices, as described by the KiM organization, explains the inability or difficulties people experience in terms of reaching activity locations due to inadequate transport options, combined with socio-economic and spatial conditions in which people find themselves. As a result, they are often hindered in their participation in social life, which negatively affects their quality of life.

It is important to think about the definition of what exactly mobility injustices entail, as it helps us find a better understanding in finding a creative series of solutions that will solve this complex jigsaw puzzle.

Like a ball of yarn : unraveling theorems.
In order to stimulate the brain of each participant and to get the blood pumping through their legs, each participant was asked to stand in the middle of the room. As was once quoted in the horror thriller Saw; “Wanna play a game?”. Participants were presented with a series of theorems in which they had to make a choice that’d question their liberal thoughts; either stand on one side of the room for one answer or on the other side for the other – No in-betweens. Being forced to make ultimatums proved to be both challenging for the participants yet fun, as it was met with bountiful heaps of enthusiasm. In the first theorem, participants were presented with a question of whether or not mobility should be a fundamental right for each and every citizen. While agreed one did not, but can their minds be changed? A flurry of other theorems were presented, each of which dove deeper into the depths of dilemmas one may encounter when attempting to solve the puzzle of mobility inequality. Like who is more important, those who have low incomes or those who suffer from physical and mental disabilities which hinder their day-to-day lives? Brief discussions flowed forth after each and every theorem, after each voting round, reasons were given as to why one can choose one over the other. After which another second voting session followed. Perhaps new insights would change one’s opinion on the subject? It actually did once or twice! Such is the power of dialogue.

Embarking into the abyss : Worst Idea Possible.
“How ba-a-a-ad can I be? I’m just doing what comes naturally-“ -such were the words Onceler sung in Dr. Seuss’s ‘The Lorax’. While people do not like the idea of being bad or thinking of bad ideas sometimes this way of thinking can actually bring plentiful new insights never thought of before. The group split itself in two, each of which under the guidance of either Jackie Ippel or Jade Salomons. Participants were asked to come with their most horrid, ludicrous ideas that’d actually make mobility injustices worse. After which they had to decide what element made this a bad idea. Example, if public transport were to be described, the element that’d make the idea bad would be less alternatives for traveling. The final and third part of this exercise required something rather unique however. Does your mind already wonder what? Well, it’s quite simple really, now participants had to come up with what would be the opposite of their bad idea! So what would their idea be in reverse, an actual solution to the problem they created. If your bad solution was to make everything only scannable by QR-codes its reverse solution would be… using solely physical text! For a solid 20 minutes participants racked their heads and discussed until their times were down to only 5 minutes left. The last of those minutes left were spent discussing and laughing about their ideas – A method met with confusion at first was appreciated with loads of enthusiasm by the end where only time was the fun killer.

A creative view found in madness: Crazy Eight.

The creativity cannot just end after one session. Holding the thought of the previous session, participants were asked to gather in a circle around a table. With each given a paper and asked to fold it so that 8 separate square spaces would form on the sheet the Crazy Eight exercise was explained. Participants were asked to draw their solution one of their 8 square. For each drawing they had a minute per square, a total of 8 minutes until all were filled. Of course with so little time there was little room for thinking, imagination had to pull the cart here, which led to both silly and unique drawings. The longer the session went on the more difficult it became – the participants were truly pushed to their creative limits. A well-trained eye could even notice how some participants still tried to finish their previous drawing before moving onto the next despite the time. You could feel the atmosphere in the room shift to a hectic, almost crazy aura, thus doing its name of ‘Crazy Eight’ truly justice.

At the end of the session it was only natural that people presented their top 3 drawings. One after another each participant proudly showed off their creative drawings like a trophy to the rest of the group. Turns out, despite not communicating with one another during the drawing sessions there were lots of similarities in the elements used in each drawing. The bus, the civil servant, and the elderly were commonly used elements seen back in almost everyone’s drawing. Via these sources of inspiration it became clear just where the solutions may lie.

An journey’s end : Results.

At the end of the session we didn’t just start talking about what we had done. No, instead we At the end of the session, we didn’t just start talking about what we had done. No, instead we went back and looked at the very first theorem everyone was presented with; “Should mobility be a fundamental right for each and every citizen?”. Last time everyone answered all but one was in favor of this theorem, now participants were asked to revise their statement and see if they still agreed with what they said at the beginning. As said before, dialogue can change the outlook we have on the world and so someone did change their stance – The one person that disagreed with the theorem now actually agreed that mobility should be a fundamental right. A full 100% score! Only after this a talk about what we had done started. Opinions were asked and each participant shared the emotion they had experienced during this work session and to leave it behind on a post-it.

·       Fun and insightful: The gamification of thinking is taking the design world by storm, and on this Demoday, it has proven that this form of design thinking can not only be effective in bringing brand new insights but also can be fun.

·       Enthusiasm: What started off with an iffy approach ended with tons of enthusiasm. Idea generating doesn’t just have to be sitting at a table and talking in your own bubble; it can become so much more effective when the mood is changed from serious and gloomy to frivolous and enthusiastic..

·       Creativity: A creative way of thinking actually helps in generating ideas. Using playful thinking such as considering a bad idea first and then the opposite helps find solutions to problems in a much more efficient way.

During this Demoday, we as a group of graduating students got to know the thought process behind those who work within the field of mobility. While we hope that we brought them plenty of insights and, above all, a fun day, it is sufficient to say that we too learned an abundance of information. The insights made during the Demoday will be used by us in writing our final report for the Provincie Noord Holland regarding a detailed consult on how to improve the mobility of the citizens of the province of Noord-Holland and how to tackle the injustices surrounding mobility. Demoday’s are fun and can inspire even the most closed-minded people. If we could, we would do it all over again. And, if you are still on the fence about joining a Demoday, then I hope that column will ignite that curiosity.

Urbanisation in the US is undergoing major changes. The image of a central city surrounded by sprawling suburbs therefore needs to be updated. The question is what place does the 15-minute city have in it? That is what this somewhat longer post is about
 
From the 1950s, residents of US cities began moving en masse to the suburbs. A detached house in the green came within reach for the middle and upper classes, and the car made it possible to commute daily to factories and offices. These were initially still located in and around the cities. The government stimulated this development by investing billions in the road network.
From the 1980s, offices also started to move away from the big cities. They moved to attractive locations, often near motorway junctions. Sometimes large shopping and entertainment centres also settled there, and flats were built on a small scale for supporting staff. Garreau called such cities 'edge cities'.
Investors built new suburbs called 'urban villages' in the vicinity of the new office locations, significantly reducing the distance to the offices. This did not reduce congestion on congested highways.
 
However, more and more younger workers had no desire to live in suburbs. The progressive board of Arlington, near Washington DC, took the decision in the 1980s to develop a total of seven walkable, inclusive, attractive and densely built-up cores in circles of up to 800 metres around metro stations. In each was a wide range of employment, flats, shops and other amenities . In the process, the Rosslyn-Balston Corridor emerged and experienced rapid growth. The population of the seven cores now stands at 71,000 out of a total of 136,000 jobs. 36% of all residents use the metro or bus for commuting, which is unprecedentedly high for the US. The Rosslyn-Balston Corridor is a model for many other medium-sized cities in the US, such as New Rochelle near new York.
 
Moreover, to meet the desire to live within walking distance of all daily amenities, there is a strong movement to also regenerate the suburbs themselves. This is done by building new centres in the suburbs and densifying part of the suburbs.
The new centres have a wide range of flats, shopping facilities, restaurants and entertainment centres.  Dublin Bridge Park, 30 minutes from Columbus (Ohio) is one of many examples.
It is a walkable residential and commercial area and an easily accessible centre for residents from the surrounding suburbs. It is located on the site of a former mall.
 
Densification of the suburbs is necessary because of the high demand for (affordable) housing, but also to create sufficient support for the new centres.
Space is plentiful. In the suburbs, there are thousands of (semi-)detached houses that are too large for the mostly older couples who occupy them. An obvious solution is to split the houses, make them energy-positive and turn them into two or three starter homes. There are many examples how this can be done in a way that does not affect the identity of the suburbs (image).
New construction in suburbs
 
This kind of solution is difficult to realise because the municipal authorities concerned are bound by decades-old zoning plans, which prescribe in detail what can be built somewhere. Some of the residents fiercely oppose changing the laws. Especially in California, the NIMBYs (not in my backyard) and the YIMBYs (yes in my backyard) have a stranglehold on each other and housing construction is completely stalled.
 
But even without changing zoning laws, there are incremental changes.  Here and there, for instance, garages, usually intended for two or three cars, are being converted into 'assessor flats' for grandma and grandpa or for children who cannot buy a house of their own.  But garden houses are also being added and souterrains constructed. Along the path of gradualness, this adds thousands of housing units, without causing much fuss.
 
It is also worth noting that small, sometimes sleepy towns seem to be at the beginning of a period of boom.  They are particularly popular with millennials. These towns are eminently 'walkable' , the houses are not expensive and there is a wide range of amenities. The distance to the city is long, but you can work well from home and that is increasingly the pattern. The pandemic and the homeworking it has initiated has greatly increased the popularity of this kind of residential location.
 
All in all, urbanisation in the US can be typified by the creation of giant metropolitan areas, across old municipal boundaries. These areas are a conglomeration of new cities, rivalling the old mostly shrinking and poverty-stricken cities in terms of amenities, and where much of employment is in offices and laboratories. In between are the suburbs, with a growing variety of housing. The aim is to create higher densities around railway stations. Besides the older suburbs, 'urban villages' have emerged in attractive locations. More and more suburbs are getting their own walkable centres, with a wide range of flats and facilities. Green space has been severely restricted by these developments.
 
According to Christopher Leinberger, professor of real estate and urban analysis at George Washington University, there is no doubt that in the US, walkable, attractive cores with a mixed population and a varied housing supply following the example of the Rosslyn-Ballston corridor are the future. In addition, walkable car-free neighbourhoods, with attractive housing and ample amenities are in high demand in the US. Some of the 'urban villages' are developing as such.  The objection is that these are 'walkable islands', rising in an environment that is anything but walkable. So residents always have one or two cars in the car park for when they leave the neighbourhood, as good metro or train connections are scarce. Nor are these kinds of neighbourhoods paragons of a mixed population; rents tend to be well above the already unaffordable average.
 
The answer of the question in the header therefore is: locally and slowly

Do you want to learn from and network with the best researchers and scientists working to tackle pressing urban challenges?
 
AMS Institute, is organizing the AMS Scientific Conference from April 23-25 at the Marineterrein, Amsterdam, to address pressing urban challenges. The event is organized in collaboration with the City of Amsterdam.
 
The conference brings together leading institutions in urban research and innovation, thought leaders, municipalities, researchers, and practitioners to explore innovative solutions for sustainable development in Amsterdam and other global cities. 
 
Keynotes, research workshops, learning tracks, and special sessions will explore the latest papers in the fields of mobility, circularity, energy transition, climate adaptation, urban food systems, digitization, diversity, inclusion, living labs experimentation, and transdisciplinary research.
 
Attendees can expect to gain valuable insights into cutting-edge research and engage in meaningful discussions with leading experts in their field. You can see the full program and all available sessions here.
 
This year's theme is 'Blueprints for messy cities? Navigating the interplay of order and messiness'. 
 
The program
 
Day 1: The good, the bad, and the ugly
Keynotes by Paul Behrens of Leiden University and Elin Andersdotter Fabre of UN-Habitat will be followed by a city panel including climate activist <strong>Hannah Prins</strong>. The first day concludes with a dinner at the Koepelkerk in Amsterdam: you're welcome to join our three-course meal with a 50 euro ticket.
 
Day 2️: Amazing discoveries
Keynotes by Carlo Ratti of MIT and Sacha Stolp of the Municipality of Amsterdam discuss innovation and research in cities. <strong>Corinne Vigreux</strong>, co-founder of TomTom, and Erik Versnel from Rabobank will participate in the city panel.
 
Day 3️: We are the city
Keynotes by Paul Chatterton of Leeds University and Victor Neequaye Kotey Deputy Director of the Waste Management Department of the Accra Metropolitan Assembly, Ghana. They discuss how we shape the future of our cities together. This will be followed by a city panel including Ria Braaf-Fränkel of WomenMakeTheCity and prof. dr. Aleid Brouwer of the Rijksuniversiteit Groningen.
 
To buy tickets: You can secure your conference tickets through our website.
Dinner tickets: On April 23 we’re hosting a dinner at the Koepelkerk in Amsterdam. Tickets for this can be added to your conference pass or bought separately. 

A previous post made it clear that a 15-minute city ideally consists of a 5-minute walking zone, a 15-minute walking zone, also a 5-minute cycling zone and a the 15-minute cycling zone. These three types of neighbourhoods and districts should be developed in conjunction, with employment accessibility also playing an important role.
 
In the plans for 15-minute cities in many places around the world, these types of zones intertwine, and often it is not even clear which type of zone is meant.  In Paris too, I miss clear choices in this regard.
 
The city of Melbourne aims to give a local lifestyle a dominant place among all residents. Therefore, everyone should live within at most 10 minutes' walking distance to and from all daily amenities.  For this reason, it is referred to as a 20-minute city, whereas in most examples of a 15-minute city, such as Paris, it is only about <strong>the round trip</strong>. The policy in Melbourne has received strong support from the health sector, which highlights the negative effects of traffic and air pollution.
 
In Vancouver, there is talk of a 5-minute city. The idea is for neighbourhoods to become more distinct parts of the city. Each neighbourhood should have several locally owned shops as well as public facilities such as parks, schools, community centres, childcare and libraries. High on the agenda is the push for greater diversity of residents and housing types. Especially in inner-city neighbourhoods, this is accompanied by high densities and high-rise buildings. Confronting this idea with reality yields a pattern of about 120 such geographical units (see map above).
 
Many other cities picked up the idea of the 15-minute city.  Among them: Barcelona, London, Milan, Ottawa, Detroit and Portland. The organisation of world cities C40 (now consisting of 96 cities) elevated the idea to the main policy goal in the post-Covid period.
 
All these cities advocate a reversal of mainstream urbanisation policies. In recent decades, many billions have been invested in building roads with the aim of improving accessibility. This means increasing the distance you can travel in a given time. As a result, facilities were scaled up and concentrated in increasingly distant places. This in turn led to increased congestion that negated improvements in accessibility. The response was further expansion of the road network.  This phenomenon is known as the 'mobility trap' or the Marchetti constant.
 
Instead of increasing accessibility, the 15-minute city aims to expand the number of urban functions you can access within a certain amount of time. This includes employment opportunities. The possibility of working from home has reduced the relevance of the distance between home and workplace. In contrast, the importance of a pleasant living environment has increased. A modified version of the 15-minute city, the 'walkable city' then throws high hopes. That, among other things, is the subject of my next post.

Amsterdam UMC, OLVG en het Antoni van Leeuwenhoek (AVL) gaan elkaars medische data gepseudonimiseerd hergebruiken in Health Data Space Amsterdam.

HDSA is een geheel nieuwe, regionale zorgdata-infrastructuur. Deze ondersteunt patiëntenzorg en medisch wetenschappelijk onderzoek naar gezondheid en preventie. Met als doel: gezondheidsverschillen in de regio te verkleinen en de gezondheidszorg toegankelijk te houden.

Het initiatief van de drie Amsterdamse ziekenhuizen komt voort uit een bredere samenwerking met de Universiteit van Amsterdam, Vrije Universiteit Amsterdam, Gemeente Amsterdam, Amsterdam Economic Board en Philips. Verder trekken de ziekenhuizen nauw op met Amsterdam AI, het Amsterdamse samenwerkingsverband voor kunstmatige intelligentie, en Health-RI, dat zich inzet voor een landelijke geïntegreerde gezondheidsdata-infrastructuur voor onderzoek, beleid en innovatie.

HDSA faciliteert met deze betere en snellere uitwisseling van zorgdata wetenschappelijk onderzoek naar gezondheid, beter medisch inzicht in hoe mensen langdurig gezond kunnen blijven, gepersonaliseerde preventie en behandeling van ziekten. De samenwerking is een eerste stap in de aansluiting op (een nog te bouwen) nationale infrastructuur vanuit het Integraal Zorgakkoord (IZA) en een Europese samenwerking via het European Health Data Space (EHDS).

Lees het complete bericht via

The quest for parking in Amsterdam presents a unique set of challenges, including narrow lanes, constant vehicular flow, and strict parking policies. This iconic city, celebrated for its canal system, historical buildings, and cultural vibrancy, also faces the modern urban dilemma of parking scarcity. Amidst these challenges, Amsterdam's approach to parking, characterized by a zonal system with variable rates, mirrors its commitment to promoting sustainable urban mobility. Within the bustling heart of the city, parking fees can soar to €7.50 per hour, a pricing strategy designed to incentivize public transport and biking, cherished and eco-friendly travel methods among the locals.

Amsterdam's dynamic parking strategy also paves the way for innovative solutions like Mobypark, a platform revolutionizing parking by facilitating the rental of private parking spots. This initiative not only offers a cost-effective alternative to the traditional parking hunt but also optimizes the use of existing spaces, aligning with the city's sustainability goals.

For those seeking affordability without sacrificing convenience, Amsterdam's Park and Ride (P+R) facilities serve as a beacon. Strategically located at the city's periphery, these parking havens offer reduced rates, encouraging drivers to park their vehicles and hop on public transport to reach the city's core. This system significantly mitigates urban congestion and lowers parking costs for both tourists and daily commuters.
The allure of P+R locations is undeniable, especially when juxtaposed with the exorbitant costs of street parking. To access P+R discounts, users must integrate their parking with public transportation, highlighting the city's efforts to weave sustainability into the fabric of urban travel. Mobypark's P+R options stand out for their simplicity and affordability, offering seamless access to the city center without the usual prerequisites. Examples include:

• P+R parking at RAI Amsterdam
• P+R Amsterdam West at the Leonardo Hotel

Amsterdam's strategy to curtail on-street parking availability is a deliberate move towards fostering a more sustainable, pleasant cityscape. By endorsing alternatives like public transport, cycling, and Mobypark's innovative parking solutions, Amsterdam is making strides in reducing traffic jams, cutting down on pollution, and improving urban life quality. These initiatives are testament to Amsterdam's dedication to a sustainable future, highlighting Mobypark's pivotal role in transforming the city into a smarter, more navigable urban space.

Find a link to Mobypark here: Amsterdam parking

Evenementen in de stad willen we verder verduurzamen en toegankelijker maken. Vaak vinden evenementen plaats op centrale plekken waar mensen bij elkaar komen en waar veel afval, drinkwater en consumptievoorzieningen zijn. Dit zijn goede plekken om nieuwe innovaties te testen en verder te ontwikkelen. Tot 29 februari kunnen ondernemers zich inschrijven om hun innovatie te testen via het In Residence programma Open Evenementen.

In Residence programma

Innovatieve ondernemers kunnen zich inschrijven voor het In Residence programma van het stedelijk innovatieteam, waarin open evenementen in Amsterdam worden ingezet voor het testen van innovaties. Het doel van dit programma is om kennis te ontwikkelen voor zowel het verduurzamen van evenementen, als voor het vinden van praktische oplossingen voor een toekomstbestendige stad.

Geselecteerde ondernemers krijgen daarbij professionele begeleiding bij het verder ontwikkelen van hun innovatie en de mogelijkheid samen te werken met ambtenaren en evenementenorganisatoren. Voor het testen van hun innovatie krijgen ondernemers een budget tot €15.000,- toegewezen. Het programma duurt 6 maanden, van mei tot en met oktober 2024. Op 26 april worden de 8 ondernemers bekend gemaakt die dit jaar aan het programma mee zullen doen.

Het In Residence programma Open Evenementen vindt plaats in aanloop naar het jubileumjaar 2025 – het jaar van Amsterdam 750 en SAIL – dat groots gevierd zal worden in de hele stad. Innovaties die de komende tijd op evenementen worden getest en door ontwikkeld kunnen mogelijk een rol hebben tijdens de grootschalige evenementen die dat jaar plaatsvinden.

Evenementen als proeftuin

Meerdere grote evenementen nemen deel aan het programma. De organisaties van onder andere Pride en de Marathon bieden geselecteerde ondernemers mogelijkheden om innovaties op thema’s als duurzaamheid, circulair, mobiliteit, inclusie en toegankelijkheid te testen tijdens deze evenementen. Kansrijke innovaties krijgen hierdoor de mogelijkheid om door te ontwikkelen en een positieve bijdrage te leveren aan de opgaven van de stad.

Innovatieve ondernemers kunnen innovaties opgeven binnen de volgende thema's:

• Voedsel
• Circulaire materialen
• Circulaire verpakkingen
• Mobiliteit
• Inclusiviteit en toegankelijkheid
• Extreem weer
• Digitale veiligheid

Er is ook een wildcard voor een kansrijke innovatie die buiten deze categorieën valt.

De Inschrijving verloopt via: https://innovatiepartners.nl/project/open-evenementen-2024/ en sluit op 29 februari.

Meer informatie over hoe wij samenwerken met ondernemers vind je op:www.innovatiepartners.nl. Op 6 en 8 februari vinden er twee informatiewebinars plaats waarin meer verteld zal worden over het In Residence programma en de selectieprocedure. Ook is er dan ruimte om vragen te stellen.

A certain degree of compactness is essential for the viability of 15-minute cities.  This is due to the need for an economic threshold for facilities accessible by walking or cycling. A summary of 300 research projects by the OECD shows that compactness increases the efficiency of public services in all respects. But it also reveals disadvantages in terms of health and well-being due to pollution, traffic, and noise. The assumption is that there is an optimal density at which both pleasant living and the presence of everyday facilities - including schools - can be realised.  At this point, 'densification' is not at the expense of quality of life but contributes to it.  A lower density results in more car use and a higher density will reduce living and green space and the opportunity to create jobs.

The image above is a sketch of the 'Plan Papenvest' in Brussels. The density, 300 dwellings on an area of 1.13 hectares, is ten times that of an average neighbourhood. Urban planners often mention that the density of Dutch cities is much lower than in Paris and Barcelona, for example. Yet it is precisely in these cities that traffic is one of the main causes of air pollution, stress, and health problems. The benefits of compactness combined with a high quality of life can only be realised if the nuisances associated with increasing density are limited. This uncompromisingly means limiting car ownership and use.

Urban planners often seem to argue the other way round. They argue that building in the green areas around cities must be prevented at all costs to protect nature and that there is still enough space for building in the cities. The validity of this view is limited. In the first place, the scarce open space within cities can be better used for clean workshops and nature development in combination with water control. Secondly, much of the 'green' space outside cities is not valuable nature at all. Most of it is used to produce feed for livestock, especially cows. Using a few per cent of this space for housing does not harm nature at all. This housing must be concentrated near public transport. The worst idea is to add a road to the outskirts of every town and village. This will undoubtedly increase the use of cars.
 
Below you can link to my free downloadable e-book: 25 Building blocks to create better streets, neighborhoods and cities