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Are you interested in the experiences of others working in smart city projects and organizations? The Smart City Academy provides available knowledge about smart city projects and can help you with project development. This Smart City Academy page provides you with information and researches about the impact and conditions of smart city projects. Professors, teachers and students study the initiation, management, collaboration and scaling of smart city projects and would like to share these results with you. They do so by organizing events and masterclasses, by developing smart city tools and methodologies and by making research and outcomes accessible. You can find everything here. And the good news is.... You can add your knowledge too! Are you working on Smart City research? Please feel free to share your knowledge in the Academy section, under ‘Other research and theses’. The Smart City Academy is powered by the Amsterdam University of Applied Sciences. If you have any questions, you can contact firstname.lastname@example.org
Do you want to connect, learn, and exchange experiences with Amsterdam Smart City representatives? Our programs match the needs of any local, national and international stakeholder who is interested in discovering Amsterdam’s innovation ecosystem.
One of our roles is to distil key learnings from urban innovation projects in the Amsterdam metropolitan region and share those. Through our programs we also learn from other cities and their experiences.
We’ve made a selection of our most popular programs:
1. Smart City the Amsterdam Way
We give you an overview of Amsterdam Smart City’s program, governance and key projects. It’s a light way to get introduced to it all in 1,5 hours and we can also offer this online. Cost: 500 euro.
2. Amsterdam Smart City Answers Your Questions
Ask all your questions about Amsterdam Smart City and get advice on your Smart City Project or Program. Meet our representative online or face to face to get the insight you’ve been missing. Cost: 300 euro.
3. Amsterdam Smart City Deep Dives
Go on a Deep Dive with Amsterdam Smart City and get to the bottom of the energy, mobility, digital city or circular economy transition during this customized 2,5 hour session with multiple experts from Amsterdam’s ecosystem. Cost: 800 euro.
Where do the Amsterdam Smart City Programs take place?
Most programs take place, or at least start at, the Smart City Lab on the Marineterrein Innovation District. This is a "small space for big ideas" where we showcase examples of smart city solutions from Amsterdam. The Smart City Experience Lab is also a workplace where Amsterdam Smart City partners meet and collaborate. Groups visiting the Experience Lab can also visit the Marineterrein Amsterdam Living Lab on their own or as a part of an organized program.
Questions or looking to organize a different or customized program? Send an email with your request to email@example.com.
Als je werkt aan transitie-vraagstukken rondom mobiliteit, energie of circulaire economie, dan kom je veel onzekerheid en controverse tegen. Zie jij ook de noodzaak voor lerend werken? En loop je er ook tegenaan dat jouw organisatie maar beperkte invloed heeft om oplossingen te realiseren?
De methode 'Reflexief Monitoren' helpt hierbij. Omdat je in transitie-opgaven altijd te maken hebt met onverwachte obstakels en kansen, wordt vaak pas tijdens het proces duidelijk wat écht belangrijk is. Dat maakt het lastig om op voorhand te bepalen wat en hoe je moet doen en monitoren. Reflexieve monitoring helpt je het accent van je transitiewerk te verleggen naar leren en bijsturen, gericht op structurele verandering
Op 23 juni 2022 van 09:30-10:30 bieden we je in dit gratis proefcollege de gelegenheid om een indruk te krijgen van de methode ‘Reflexive Monitoring in Action’ en kennis te maken met je potentiële medecursisten, onder leiding van kerndocent en transitie-expert PJBeers (DRIFT & HAS).
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.
De komende jaren pakt Europa haar rol op het gebied van digitalisering en technologisering. Er komen maar liefst 19 Europese wetten aan die stuk voor stuk net zo ingrijpend zijn als de AVG. Tijdens een webinar op 2 juni van 16.00 - 1700.00 uur leert u van Jonas Onland (VNG) wat dat voor uw organisatie betekent.
De Europese wetten hebben veel impact op de macht van de techbedrijven. Maar ook op de manier waarop de slimme stad wordt ontwikkeld. Maar zijn we wel goed voorbereid op de komst van die nieuwe wetten? En wat houden ze precies in? Wat zijn de gevolgen van die wetten voor de ontwikkeling van smart cities? Zijn bedrijven en gemeenten voorbereid?
Daarover geeft Jonas Onland (Programma leider Digital Transformation & Europe VNG) op 2 juni 2022 een presentatie én gaat met u in gesprek.
Datum: 2 juni van 16.00 – 17.00 uur
Locatie: Online (u ontvangt een dag van tevoren de link)
Heeft u vragen voor Jonas Onland? Stel ze dan alvast via het aanmeldformulier.
For 23 weeks I have published weekly episodes of the series Better Cities. The role of digital technology on this site. I have edited and compiled these episodes in an e-book (88 pages). You can download this for free via the link below. The book has 17 chapters that are grouped into six parts:
1. Hardcore: Technology-centered approaches
2. Towards a humancentric approach
3. Misunderstanding the use of data
4. Ethical considerations
5. Embedding digitization in urban policy
6. Applications (government, mobility, energy and healthcare)
7. Wrapping up: Better cities and technology
Learn from a diverse group of academics and professionals who are mavericks in their field. They bring their real world insights and expertise into the room providing access to the most up to date impact strategies and systemic change. Established founders and innovative business owners of top agencies, companies and startups will guide you.
In this session, DRIFT will share the process to stimulate transformative innovation. In this interactive masterclass, you will not only learn from theory, but also experience the method yourself and contribute. After this workshop you will understand how societal systems change work, and how you can stimulate transformative innovation.
- Time: 13:00 – 17:00
- Expert: Igno Notermans from DRIFT
- For who: Expand members (included) | Non-members and Explore members pay €299,95 per ticket
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.
Over Space & Matter
Space&Matter is een Amsterdams ontwerpbureau voor ruimtelijk en strategisch ontwerp in de gebouwde omgeving. Met een integrale benadering werken wij aan complexe opgaven van gebouw tot gebiedsontwikkeling. Duurzaamheid en maatschappelijke impact staan hierbij altijd centraal. Je kent ons misschien van circulaire broedplaats De Ceuvel, Het Sweets Hotel (in de Amsterdamse brugwachtershuisjes) en de drijvende wijk Schoonschip.
Naast deze Amsterdamse projecten, die over de hele wereld bekendheid hebben verworven, werken wij internationaal aan projecten die een steentje bijdragen aan een circulaire maatschappij en een inclusieve leefomgeving.
Met onze projecten, concepten en initiatieven willen wij echt game-changing zijn en bijdragen aan een duurzame toekomst. Wij werken daarom graag voor maatschappelijk betrokken opdrachtgevers maar initiëren ook onze eigen projecten en ‘ventures’ waarbij wij samenwerkingen aangaan met gelijkgestemde partners.
Naast Space&Matter bevat ons ecosysteem: Common City Development, BoomBuilds, CrowdBuilding and Sumowala.
Samen hebben we de missie om voor 2030 één miljoen vierkante meter “binnen de Donut” te krijgen en nogmaals één miljoen vierkante meter nieuwe natuur te ontwikkelen.
Ben jij er klaar voor om als Researcher van Space&Matter aan onze missie bij te dragen?
R&D bij Space&Matter
Matter is de R&D tak van Space&Matter. Hier analyseren we het systeem achter de gebouwde omgeving en ontwikkelen we tools en methoden die mensen, organisaties en ideeën bij elkaar brengen om de leefbaarheid van steden te verbeteren, nu en in de toekomst. We richten ons op de commons, coöperatieve modellen, community land trust, circulariteit, tools voor digitale governance, sociale en ecologische meetinstrumenten en de donuteconomie in de gebouwde omgeving.
Ons onderzoek sluit vaak aan bij subsidieprogramma's waarmee we onze inspanningen kunnen financieren en bovendien verwachten we dat met de verschuiving naar circulaire en sociaal inclusieve benaderingen in de gebiedsontwikkeling we een toename zullen zien van de vraag naar onze kennis en tools.
We hebben momenteel een klein, toegewijd team en we zijn klaar om onze impact te vergroten.
Over de rol
Als onderzoeker breng je structuur aan in de maatschappelijke uitdagingen in de gebouwde omgeving en gebruik je wetenschap, logica en praktijkervaring om deze te ontleden in praktische, schaalbare oplossingen. Het is jouw taak om kennis te vergaren over eigendomsmodellen en bestuursprocessen en deze te vertalen naar heldere tools en instrumenten voor projectontwikkelaars, architecten, gemeenten en burgers.
Jouw verantwoordelijkheden omvatten:
- Schrijven en aanvragen van subsidies (in NL en EU)
- Ontwikkelen van “thought leadership” over onze meest relevante thema's (Coöperatief model, Community land Trust-model, bestuursmodellen, circulariteit in de gebouwde omgeving)
- Onze kennis over de commons implementeren in nieuwe concepten voor gebouwen en gebieden
- Presentaties geven voor verschillende doelgroepen
- Artikelen schrijven en publiceren over het onderzoeksdomein
- Opbouwen van een sterk netwerk met de academische wereld en kennisinstituten
- Je bent nieuwsgierig en wilt de systemen achter de bouwomgeving begrijpen
- Je stelt mensen centraal en kunt goed in teamverband werken
- Je hebt misschien een achtergrond in sociale geografie, economie
- Je houdt van leren. Je begrijpt de waarde van experimenteren en je bent niet bang om fouten te maken. Je bent je bewust van wat je niet weet.
- Je bent proactief en betrouwbaar. Je neemt verantwoordelijkheid voor wat je begint.
- Je maakt graag plezier!
Wat we echt willen zien
- Kennis over onze meest relevante thema's (samenwerkingsmodel, Community land Trust-model, bestuursmodellen, circulariteit in de gebouwde omgeving)
- Vloeiend Nederlands en gevorderd niveau Engels in woord en geschrift
- Ervaring als onderzoeker
- Ervaring met het schrijven en succesvol aanvragen van subsidies (in NL en EU)
- Ervaring met het geven van presentaties voor verschillende doelgroepen
Waar we extra blij van worden
- Relevante ervaring met betrekking tot stedelijke ontwikkeling en circulariteit
- Ervaring met het ontwikkelen van methoden, processen en tools
Wat we bieden
- Een gedreven team van internationaal en multidisciplinaire team;
- Een informele, ongedwongen maar energieke werksfeer;
- Veel verantwoordelijkheid en de vrijheid om je eigen ideeën te ontwikkelen;
- Een fijne werkplek in Amsterdam Noord met uitzicht op Schoonschip;
- Dagelijks een gezonde lunch & regelmatige team borrels/uitjes;
- Marktconform salaris, 25 vakantiedagen + 5 flexdagen
- 32 uur/week of fulltime contract
- Bij voorkeur vanaf juni 2022
Wil je als Onderzoeker ons team komen versterken ? Dan komen we graag met je in contact! Solliciteer via deze link.
In the last episode of the Better cities: The contribution of digital technology-series, I will answer the question that is implied in the title of the series, namely how do we ensure that technology contributes to socially and environmentally sustainable cities. But first a quick update.
Smart city, what was it like again?
In 2009, IMB launched a global marketing campaign around the previously little-known concept of 'smart city' with the aim of making city governments receptive to ICT applications in the public sector. The initial emphasis was on process control (see episode 3). Especially emerging countries were interested. Many made plans to build smart cities 'from scratch', also meant to attract foreign investors. The Korean city of Songdo, developed by Cisco and Gale International, is a well-known example. The construction of smart cities has also started in Africa, such as Eko-Atlantic City (Nigeria), Konzo Technology City and Appolonia City (Ghana). So far, these cities have not been a great success.
The emphasis soon shifted from process control to using data from the residents themselves. Google wanted to supplement its already rich collection of data with data that city dwellers provided with their mobile phones to create a range of new commercial applications. Its sister company Sidewalk Labs, which was set up for that purpose, started developing a pilot project in Toronto. That failed, partly due to the growing resistance to the violation of privacy. This opposition has had global repercussions and led in many countries to legislation to better protect privacy. China and cities in Southeast Asia - where Singapore is leading the way - ignored this criticism.
The rapid development of digital technologies, such as artificial intelligence, gave further impetus to discussion about the ethical implications of technology (episodes 9-13). Especially in the US, applications in facial recognition and predictive police were heavily criticized (episode 16). Artificial intelligence had meanwhile become widespread, for example to automate decision-making (think of the infamous Dutch allowance affair) or to simulate urban processes with, for example, digital twins (episode 5).
This current situation - particularly in the Netherlands - can be characterized on the one hand by the development of regulations to safeguard ethical principles (episode 14) and on the other by the search for responsible applications of digital technology (episode 15). The use of the term 'smart city' seems to be subject to some erosion. Here we are picking up the thread.
The dozens of descriptions of the term 'smart city' not only vary widely but they also evoke conflicting feelings. Some see (digital) technology as an effective means of urban growth; others see it as a threat. The question is therefore how useful the term 'smart city' is still. Touria Meliani, alderman of Amsterdam, prefers to speak of 'wise city' than of 'smart city' to emphasize that she is serious about putting people first. According to her, the term 'smart city' mainly emphasizes the technical approach to things. She is not the first. Previously, Daniel Latorre, place making specialist in New York and Francesco Schianchi, professor of urban design in Milan also argued for replacing 'smart' with 'wise'. Both use this term to express that urban policy should be based profoundly on the wishes and needs of citizens.
Whatever term you use, it is primarily about answering the question of how you ensure that people - residents and other stakeholders of a city - are put in the center. You can think of three criteria here:
1. An eye for the impact on the poorest part of the population
There is a striking shift in the literature on smart cities. Until recently, most articles focused on the significance of 'urban tech' for mobility, reduction of energy use and public safety. In a short time, much more attention has been paid to subjects such as the accessibility of the Internet, the (digital) accessibility of urban services and health care, energy and transport poverty and the consequences of gentrification. In other words, a shift took place from efficiency to equality and from physical interventions to social change. The reason is that many measures that are intended to improve the living environment led to an increase in the (rental) price and thus reduce the availability of homes.
2. Substantial share of co-creation
Boyd Cohen distinguishes three types of smart city projects. The first type (smart city 1.0) is technology- or corporate-driven. In this case, companies deliver instruments or software 'off the shelf'. For example, the provision of a residential area with adaptive street lighting. The second type (smart city 2.0) is technology enabled, also known as government-driven. In this case, a municipality develops a plan and then issues a tender. For example, connecting and programming traffic light installations, so that emergency services and public transport always receive the green light. The third type (smart city 3.0) is community-driven and based on citizen co-creation, for example an energy cooperative. In the latter case, there is the greatest chance that the wishes of the citizens concerned will come first.
A good example of co-creation between different stakeholders is the development of the Brain port Smart District in Helmond, a mixed neighborhood where living, working, generating energy, producing food, and regulating a circular neighborhood will go hand in hand. The future residents and entrepreneurs, together with experts, are investigating which state-of-the-art technology can help them with this.
Bias among developers plays a major role in the use of artificial intelligence. The best way to combat bias (and for a variety of other reasons, too) is to use diversity as a criterion when building development teams. But also (ethical) committees that monitor the responsible purchasing and use of (digital) technologies are better equipped for their task the more diverse they are.
Respecting urban complexity
In his essay The porous city, Gavin Starks describes how smart cities, with their technical utopianism and marketing jargon, ignore the plurality of the drivers of human behavior and instead see people primarily as homo economicus, driven by material gain and self-interest.
The best example is Singapore – the number 1 on the Smart City list, where techno-utopianism reigns supreme. This one-party state provides prosperity, convenience, and luxury using the most diverse digital aids to everyone who exhibits desirable behavior. There is little room for a differing opinion. A rapidly growing number of CCTV cameras – soon to be 200,000 – ensures that everyone literally stays within the lines. If not, the culprit can be quickly located with automatic facial recognition and crowd analytics.
Anyone who wants to understand human life in the city and does not want to start from simplistic assumptions such as homo economicus must respect the complexity of the city, try to understand it, and know that careless intervention might have huge unintended consequences.
The complexity of the city is the main argument against the use of reductionist adjectives such as 'smart', but also 'sharing', circular, climate-neutral', ‘resilient' and more. In addition, the term smart refers to a means that is rarely seen as an aim as such. If an adjective were desirable, I prefer the term 'humane city'.
But whatever you name a city, it is necessary to emphasize that it is a complex organism with many facets, the coherence of which must be well understood by all stakeholders for the city to prosper and its inhabitants to be happy.
Digitization. Two tracks
City authorities that are aware of the complexity of their city can best approach digitization along two tracks. The first aims to translate the city's problems and ambitions into policy and consider digital instruments a part of the whole array of other instruments. The second track is the application of ethical principles in the search for and development of digital tools. Both tracks influence each other.
Track 1: The contribution of digital technology
Digital technology is no more or less than one of the instruments with which a city works towards an ecologically and socially sustainable future. To articulate what such a future is meaning, I introduced Kate Raworth's ideas about the donut economy (episode 9). Designing a vision for the future must be a broadly supported democratic process. In this process, citizens also check the solution of their own problems against the prosperity of future generations and of people elsewhere in the world. Furthermore, policy makers must seamlessly integrate digital and other policy instruments, such as legislation, funding, and information provision (episode 8).
The most important question when it comes to (digital) technology is therefore which (digital) technological tools contribute to the realization of a socially and ecologically sustainable city.
Track 2: The ethical use of technology
In the world in which we realize the sustainable city of the future, digital technology is developing rapidly. Cities are confronted with these technologies through powerful smart city technology marketing. The most important question that cities should ask themselves in this regard is How do we evaluate the technology offered and that we want to develop from an ethical perspective. The first to be confronted with this question—besides hopefully the industry itself—is the department of the Chief Information or Technology officer. He or she naturally participates in the first track-process and can advise policymakers at an early stage. I previously inventoried (ethical) criteria that play a role in the assessment of technological instrument.
In the management of cities, both tracks come together, resulting in one central question: Which (digital) technologies are eligible to support us towards a sustainable future in a responsible way. This series has not provided a ready-made answer; this depends on the policy content and context. However, the successive editions of this series will have provided necessary constituents of the answer.
In my e-book Cities of the Future. Always humane, smart if helpful, I have carried out the policy process as described above, based on current knowledge about urban policy and urban developments. This has led to the identification of 13 themes and 75 actions, with references to potentially useful technology. You can download the e-book here:
I updated and put together 75 posts and articles about the energy transition in a new e-book (in Dutch) 'Kennisdossier Zonne-energie' (120 pages). If you interested, download it for free with the link below.
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.
The 21st episode of the Better cities – the contribution of digital technology-series is about priorities for digital healthcare, often referred to as eHealth.
The subject is broader than what will be discussed here. I won't talk about the degree of automation in surgery, the impressive equipment available to doctors, ranging from the high-tech chair at the dentist to the MRI scanner in hospitals, nor about researching microbes in air, water and sewerage that has exploded due to the covid pandemic. Even the relationship with the urban environment remains somewhat in the background. This simply does not play a prominent role when it comes to digitization in healthcare. The subject, on the other hand, lends itself well to illustrate ethical and social problems associated with digitization. As well as the solutions available in the meantime.
The challenge: saving costs and improving the quality of care
The Netherlands can be fortunate to be one of the countries with the best care in the world. However, there are still plenty of challenges, such as a greater focus on health instead of on disease, placing more responsibility for their own health on citizens, increasing the resilience of hospitals, paying attention to health for the poorer part of the population, whose number of healthy life years is significantly lower and, above all, limiting the increase of cost. Over the past 20 years, healthcare in the Netherlands has become 150% more expensive, not counting the costs of the pandemic. Annual healthcare costs now amount to € 100 billion, about 10% of GDP. Without intervention, this will rise to approximately €170 billion in 2040, mainly due to an aging population. In the meantime, healthcare costs are very unevenly distributed: 80% of healthcare costs go to 10% of the population.
The most important task facing the Netherlands and other rich countries is to use digitization primarily to reduce healthcare costs, while not forgetting the other challenges mentioned. This concerns a series of - often small - forms of digital care. According to McKinsey, savings of €18 billion by 2030 are within reach, if only with forms of digitization with proven effect. Most gains can be made by reducing the administrative burden and shifting costs to less specialized centers, to home treatment and to prevention.
There are more than 300,000 health sites and apps on the Internet, which provide comprehensive information about diseases, options for diagnosis and self-treatment. More and more medical data can also be viewed online. Often the information on apps is incomplete resulting in misdiagnosis. Doctors in the Netherlands especially recommend the website Thuisarts.nl, which they developed themselves.
Many apps use gamification, such as exercises to improve memory. A good example of digital social innovation is Mirrorable, a program to treat children with motor disorders because of brain injury. This program also enables contact between parents whose inputs continuously help to improve exercises.
Process automation in healthcare resembles in many respects automation elsewhere, such as personnel, logistics and financial management. More specific is the integrated electronic patient file. The Framework Act on Electronic Data Exchange in Healthcare, adopted in 2021, obliges healthcare providers to exchange data electronically and prescribes standards. However, data exchange will be minimal and will only take place at a decentralized level to address privacy concerns. The complexity of the organization of health care and the constant discussions about the content of such a system were also immense obstacles. That's a pity because a central system lowers costs and increases quality. Meanwhile, new technological developments guarantee privacy with great certainty. For example, the use of federated (decentralized) forms of data storage combined with blockchain. TNO conducts groundbreaking research in this area. The institution applies the principles of federated learning along with the application of multi-party computation technology. These innovative technologies enable learning from sensitive data from multiple sources without sharing this data.
The recent eHealth monitor of the RIVM shows that by 2021 almost half of all doctors and nurses had had contact with patients with video calling, while this hardly happened in 2019. Incidentally, this concerns a relatively small group of patients. In the US there was an even larger increase, which has now been converted into a sharp decline. It seems that in the US primary health care is reinventing itself. Walgreens, the largest US drugstore chain, will begin offering primary care in 1000 of its stores. Apparently, in many cases, physical contact with a doctor is irreplaceable, even if (or perhaps because) the doctor is relatively anonymous.
Video calling is not only important for care provider, but also for informal caregivers, family and friends and help to combat loneliness. Virtual reality (metaverse!) will further expand the possibilities for this. TNO is also active here: The TNO media lab is developing a scalable communication platform in which the person involved (patient or client), using only an upright iPad, has the impression that the doctor, district nurse or visitor is sitting at the table or on the couch right in front.
The effectiveness of a remote consultation is of course served if the patient has already made a few observations him- or herself. 8% of patients with chronic conditions already do this. There is a growing range of self-tests available for, for example, fertility, urinary tract infections, kidney disorders and of course Covid-19. There are also home devices such as smart thermometers, mats that detect diabetic foot complications, and blood pressure meters; basically, everything that doctors often routinely do during a visit. The GGD AppStore provides an overview of relevant and reliable apps in the field of health.
Wearables, for example built into an i-watch, can collect part of the desired data, store it for a longer period and, if necessary, exchange it with the care provider.
More advanced are the mobile diagnosis boxes for emergency care by nurses on location, such as ambulances. With a fast Internet connection (5G), specialist care providers can watch if necessary.
A small but growing group of patients, doctors, and researchers with substantial financial support from Egon Musk sees the future mainly in chip implants. This would allow not only more complete diagnoses to be made, but also treatments to be carried out. Neuralink has developed a brain implant that improves communication with speech and hearing-impaired people. The Synchron brain implant helps people with brain disorders perform simple movements. For the time being, the resistance to brain implants is high.
Meanwhile, all these low-threshold amenities can lead us to become fixated on disease rather than on health. But what if we never had to worry about our health again? Instead, the local health center watches over our health thanks to wearables: Our data is continuously monitored and analyzed using artificial intelligence. They are compared with millions of diagnostic data from other patients. By comparing patterns, diseases can be predicted in good time, followed by automated suggestions for self-treatment or advice to consult a doctor. Until then, we have probably experienced nothing but vague complaints ourselves. Wouldn't that be an attractive prospect?
Helsinki is experimenting with a Health Benefit Analysis tool that anonymously examines patients' medical records to evaluate the care they have received so far. The central question here is can the municipality proactively approach people based on the health risk that has come to light because of this type of analysis?
Medics participating in a large-scale study by the University of Chicago and the company Verify were amazed at the accuracy with which algorithms were able to diagnose patients and predict diseases ranging from cardiovascular disease to cancer. In a recent article, oncologist Samuel Volchenboom described that it is painful to note that the calculations came from Verify, a subsidiary of Alphabet, which not only used medical data (with patients’ consent), but also all other data that sister company Google already had stored about them. He adds that it is unacceptable that owning and using such valuable data becomes the province of only a few companies.
Perhaps even more problematic is that these predictions are based in part on patterns in the data that the researchers can't fully explain. It is therefore argued that the use of these types of algorithms should be banned. But how would a patient feel if such an algorithmic recommendation is the last straw? It is better to invest in more transparent artificial intelligence.
Implementing digital technology
Both many patients and healthcare professionals still have doubts about the added value of digital technology. The media reports new cases of data breaches and theft every day. Most people are not very confident that blockchain technology, among other things, can prevent this. Most medical specialists doubt whether ICT will reduce their workload. It is often thought of as some additional thing. Numerous small-scale pilot projects are taking place, which consume a lot of energy, but which are rarely scaled up. The supply of digital healthcare technologies exceeds their use.
Digital medicine will have to connect more than at present with the needs of health professionals and patients. In addition to concerns about privacy, the latter are especially afraid of further reductions in personal attention. The idea of a care robot is terrifying them. As should be the case with all forms of digitization, there is a need for a broadly supported vision and setting priorities based on that.
Against this background, a plea for even more medical technology in our part of the world, including e-health, is somewhat embarrassing. Growth in healthy years due to investment in health care in developing countries will far exceed the impact of the same investment in wealthy countries.
Nevertheless, it is desirable to continue deliberately on the chosen path, whereby expensive experiments for the benefit of a small group of patients have less priority in my opinion than investments in a healthy lifestyle, prevention, and self-reliance. Healthcare cannot and should not be taken over by robots; digitization and automation are mainly there to support and improve the work of the care provider and make it more satisficing and efficient.
One of the chapters in my e-book Future cities, always humane, smart if helpful, also deals with health care and offers examples of digital tools. In addition, it pays much more contextual information about the global health situation, particularly in cities. You can download by following the link below. The Dutch edition is here.
Is your company looking for a framework to accelerate and manage its positive impact on people and the planet? Join the City of Amsterdam's Building Better Business meetups and programme to pursue a B Corp or Economy for the Common Good certification!
Building Better Business (BBB) has two different tracks: B Corp and Economy for the Common Good (ECG). You can join either track to transform your business into a change agent and build the foundation for certification – if you decide to take that step.
During our online meetups, you will have the opportunity to learn more about the BBB programme and find out which path to certification works best for your company!
Please note: the 1 April meetup focuses exclusively on the ECG certification model, so do join that edition if you would like to dig deeper. You can sign up via the same Eventbrite link
On March 17th we will give a presentation on RESILIO blue-green roofs and climate adaptation during a digital blue green event of the Scandinavian Green Roof Institute!
Policy advisor climate adaptation Joyce Langewen at the Gemeente Amsterdam and Merle van der Kroft, project consultant/engineer at MetroPolder Company will guide you through this. Both are working on the RESILIO project.
The presentation starts at 3.10 pm. Tune in this free event, register here.
Drie jaar lang werkten 9 partners aan het RESILIO project. Amsterdam is nu ruim 10.000m2 aan innovatieve, groene, waterbergende daken rijker!
Op 21 maart tijdens een WeMakeTheCityGreen event van Pakhuis de Zwijger presenteert RESILIO de onderzoeksresultaten. Daarna volgt een workshop waarin alle stappen van ambitie tot aanleg van blauw-groen in kaart worden gebracht. Welke hobbels en kansen kwamen we tegen tijdens de aanleg en realisatie? Reserveer hier voor de presentatie en hier voor de workshop.
Amsterdam is 10000 m2 aan innovatieve, waterbergende groene daken rijker door het project ‘RESILIO’. En dat is goed nieuws want deze blauw-groene daken dragen bij aan een klimaatadaptieve stad! Het groen op deze daken geeft namelijk een boost aan de biodiversiteit en biedt verkoeling voor de omgeving. En het waterbergende vermogen van de daken maakt dat regenwater beter gemanaged kan worden, want bij hevige buien wordt het water vastgehouden en bij droogte losgelaten. Deze innovatieve ontwikkeling biedt dus een oplossing voor de klimatologische uitdagingen waar we voor staan. Betekent dit dat we ze overal kunnen plaatsen?
Onder leiding van Jan Henk Tigelaar werken we een concrete case uit: het dak van het KIT. We doorlopen alle stappen van ambitie tot aanleg van een blauw-groen dak. Waar moet je rekening mee houden? Wat is de strategie? Hoe ziet zo’n dak eruit en wat maakt het dak zo slim en innovatief?
Uiteraard is er ook ruimte voor vragen over jouw eigen dak. Ben jij ook een dakdromer of gewoon benieuwd naar mogelijkheden? Zorg dan dat je hierbij bent! Reserveer hier.
Negen partners hebben de afgelopen drie jaar door financiering van het Urban Innovative Actions Fund van de Europese Commissie ruim 10.000 m2 aan blauw-groene daken gerealiseerd in Amsterdam. Er zijn 7 woningcorporatiedaken getransformeerd, 2 innovatielabs opgezet (Benno Premselahuis van de HvA en Ite Boeremastraat van Gemeentelijk Vastgoed) en nog eens 5 particuliere initiatieven hebben gebruik gemaakt van de subsidieregeling blauw-groene daken. Het project regelde niet alleen de aanleg, maar er is ook onderzoek gedaan naar de werking en optimalisatie van een blauw-groen dak. Als geen ander weten de partners dus wat er bij zo’n duurzame ontwikkeling komt kijken en wat de hobbels en de kansen zijn. Dit delen ze op 21 maart tijdens een bijeenkomst in Pakhuis de Zwijger middels een presentatie over het project en een panelgesprek over de kansen. Reserveer hier.
Voor alle dakeigenaren en andere geïnteresseerden start om 20.00 uur een workshop. Daarin worden alle stappen van ambitie tot aanleg in kaart gebracht. Waar moet je rekening mee houden? Wat is de strategie? Hoe ziet zo’n dak eruit en wat maakt het dak zo slim en innovatief? Reserveer hier.
Is your company looking for a framework to accelerate and manage its impact on people and the planet?
Join the City of Amsterdam's Building Better Business (BBB) programme to explore how you can be part of a more sustainable and inclusive economy, and pursue a B Corp or Economy for the Common Good (ECG) certification! And sign up for this free event to hear from new economy leaders, connect with other impact-minded companies, and learn the ins and outs of the BBB tracks.
BBB event speakers
The BBB event features a keynote by Michael Weatherhead, New Opportunities and Finance Lead of Wellbeing Economy Alliance and contributions from:
- Katie Hill (B Lab Europe),
- Robin Foolen (B Corp-certified company Secrid),
- Christian Felber (initiator of Economy of the Common Good),
- Joost Broeders (ECG-certified company Baril Coatings).
Who is the BBB event for?
The BBB programme and its inspiration event are geared towards Amsterdam Metropolitan Area-based companies that want to formalise their social impact ambitions and make the transition to a sustainable business model.
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.
Op 22 maart organiseert The Present een event voor iedereen die wil ontdekken hoe zijn of haar kwaliteiten een bijdrage kunnen leveren aan een sociale en inclusieve samenleving. Tijdens deze middag vertelt Kees Klomp over het belang van de betekeniseconomie, delen ondernemers hun ervaringen en laten verscheidene bijzondere initiatieven zien hoe zij een bijdrage leveren aan het leven van anderen. Ontmoet gelijkgestemden en raak geïnspireerd door concrete voorbeelden van andere ondernemers. Ben jij klaar om te ondernemen voor de toekomst? Kom langs op 22 maart!
“Ondernemers staan voor visie, verandering en daadkracht. Precies de drie dingen die nodig zijn voor een duurzame en sociale toekomst.”
Over The Present
The Present (www.thepresent.world) is een ondernemersplatform met een frisse blik op ondernemerschap. Door middel van campagnes, events en actieve matchmaking helpt The Present ondernemers zich bewust(er) te worden van de positieve rol die zij kunnen spelen in de samenleving.