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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)  
 
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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.

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

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.

*This article makes use of the term Inclusive Prosperity as the English translation for the Dutch word; ‘Brede Welvaart’

In The Netherlands, the concept of Inclusive Prosperity* is on the rise. Policy makers are busy defining this concept, figuring out how to put this concept into practice and what it means for their decision-making process. Together with his colleagues at the Municipality of Amsterdam, Yurhan Kwee hosts sessions on decision-making along the principles of Inclusive Prosperity. With the input he gathers, he hopes to make the decisions needed for our Inclusive Prosperity ambitions more understandable and transparent, both for Amsterdam’s administrators and councillors as well as its citizens.

Inclusive Prosperity

Inclusive Prosperity is about more than just money. It involves everything that people consider valuable, such as health, the quality of education, the environment, a safe living environment, and equal opportunities for everyone. It's about the quality of life in the present, and the extent to which this affects the prosperity of future generations or those of people elsewhere in the world.

According to the definition, used by the Municipality, there are 8 themes to consider:

1. Subjective Well-being

Subjective well-being refers to the evaluation people make of their lives. Consider the question, "How satisfied are you with life in general?"

2. Health

The theme of Health encompasses physical illnesses and conditions, as well as mental health, living with limitations, perceived health, and self-regulation and resilience.

3. Consumption and Income

The theme of Consumption and Income refers to how income provides people with the freedom and opportunities to consume, including purchasing services and goods, maintaining a financial buffer, and shaping one's lifestyle.

4. Education and Training

Thinking about the theme of Education and Training involves the transfer of knowledge and skills, socialization, and considering the education or training experiences of individuals.

5. Spatial Quality and Cohesion

Regarding the theme of Spatial Cohesion and Quality, consider the following: a qualitatively well-designed space is a crucial precondition for the perceived broad prosperity. This includes spatial design on a functional level and with a focus on the future.

6. Economic Capital

Depending on the case, consider how it relates to:

• Human capital: the combination of competencies, knowledge, and skills;
• Physical capital: material possessions, such as machinery, buildings, and infrastructure;
• Knowledge capital: intangible assets, such as research and development, data, and patents;
• Financial capital: the financial resources of households and the government (purchasing power).

7. Natural Capital

Natural Capital refers to the stock of natural resources. Consider items such as (drinking) water, food, minerals, wind-sun-water energy, biodiversity, etc. Assess whether they are sufficiently available, in shortage, or if there is damage to these resources.

8. Social Capital

The concept of Social Capital often refers to the benefits of social networks, such as access to information and resources. This involves connections within and between groups. Positive effects can lead to trust, while negative effects can lead to loneliness.

Experimenting (with Mobility related policies) in public space

The case we used during this session is the use of experiments in public space, altering mobility or travel infrastructure. The months leading up to this afternoon, Amsterdam had put different experiments into practice (e.g. de ‘knip’ and de ‘paaltjesproef’) resulting in heated discussions, about both the success and desirability of using this method.

In a more objective manner, we used the Broad Prosperity principles to argue why its either desirable or undesirable to put such methods into practice.

Results

The group agreed that these Amsterdam experiments, concerned with creating calmer, more liveable urban areas, score well within themes like; Health (less air & noise pollution), Nature (more space for green and biodiversity), Social capital (more space and opportunity to meet and interact), Spacial quality (less dangerous and more moving space) and education (experimenting, learning by doing, viewing urban planning as experimenting and an ongoing learning process). However, as this year’s backlash on the experiments showed, there are some negative aspects to consider. Examples of domains in which we found some negative aspects, were; Economy (decreased speed and efficiency), Consumption & Income (local shop- and restaurant-owners need to be flexible and could be victims of changing infrastructure) and Subjective Well-being (citizens feel used, disadvantaged, and there is ambiguity about the purpose).

We found it difficult to arrive at a common answer because advantages and disadvantages exist on each theme separately. However, there was a common notion that the success of this method is rooted in clear and transparent communication on the effects and goals of such experiment. Frustration should be minimized and the opposing arguments should be taken seriously. Furthermore, we discussed the difference between a ‘real’ experiment in which every outcome is a success, and a trial, which is used to test a policy that’s envisioned for future years. The one who initiates the experiment should have this very clear for itself.

While one of the strengths of this method is the need to value these different domains in a more equal and objective manner, it proved to be difficult in practice. We all had the tendency to give some aspects more weight than others. While we were supposed to set up an advice and practice with decision-making along the principles of Inclusive Prosperity, it turned out to be challenging to let go of our prior experience, prejudices and opinions on this subject. We weren’t sure whether this is always a negative thing, but it’s one of the considerations Yurhan took home in the Municipality’s exploration of this approach.

Together, we experienced the challenge of working together with a new concept and approach. It should be an ongoing practice and discussion, a collective effort. Sessions like these serve that purpose perfectly.

Feel free to get in touch with me if you want to know more about the municipality’s and Amsterdam Economic Board’s efforts on the topic of Inclusive Prosperity.

 
The photograph above is misleading. Reading a book instead of watching the road is not allowed in any country, unless the car is parked.
 
For more than a decade, car manufacturers have been working on technology to take over driver's actions. A Lot  of money has been invested in this short period and many optimistic expectations have been raised, but no large-scale implementation of the higher SAE levels resulted so far. Commercial services with robotaxi’s are scarce and still experimental.  

The changing tide

Especially in the period 2015 - 2018, the CEOs of the companies involved cheered about the prospects; soon after, sentiment changed. In November 2018, Waymo CEO John Krafcik said that the spread of autonomous cars is still decades away and that driving under poor circumstances and in overcrowded cities will always require a human driver. Volkswagen's CEO said fully self-driving cars "may never" hit public roads.
The companies involved are therefore increasingly concerned about the return on the $100 billion invested in the development of car automation until the end of 2021. The end of the development process is not yet in sight. Much has been achieved, but the last 20% of the journey to the fully autonomous car will require the most effort and much more investment. Current technology is difficult to perfect. “Creating self-driving robotaxi is harder than putting a man on the moon,” said Jim Farley, CEO of Ford, after terminating Argo, the joint venture with Volkswagen, after the company had invested $100 million in it.
 
The human brain can assess complex situations on the road much better than any machine. Artificial intelligence is much faster, but its accuracy and adaptability still leave much to be desired. Driverless cars struggle with unpredictability caused by children, pedestrians, cyclists, and other human-driven cars as well as with potholes, detours, worn markings, snow, rain, fog, darkness and so on. This is also the opinion of Gabriel Seiberth, CEO of the German computer company Accenture, and he advises the automotive industry to focus on what is possible. Carlo van de Weijer, director of Artificial Intelligence at TU Eindhoven, agrees: “There will not be a car that completely takes over all our tasks.”
Elon Musk, on the other hand, predicted that by 2020 all Tesla’s will have SEA level 5 thanks to the new Full Self Driving Chip. In 2023 we know that its performance is indeed impressive. Tesla may therefore be the first car to be accredited at SAE level 3. That is not yet SAE level 5. The question is whether Elon Musk minds that much!  

The priorities of the automotive industry

For established automotive companies, the priority is to sell as many cars as possible and not to make a driver redundant. The main objective is therefore to achieve SAE levels 2 and possibly 3. The built-in functions such as automatic lane changing, keeping distance, and passing will contribute to the safe use of cars, if drivers learn to use them properly. Research shows that drivers are willing to pay an average of around $2,500 for these amenities. That is different from the $15,000 that the beta version of Tesla's Full Self Driving system costs.
The automotive industry is in a phase of adjusting expectations, temporizing investments, downsizing involved business units, and looking for partnerships. GM and Honda are collaborating on battery development; BMW, Volkswagen and Daimler are in talks to share R&D efforts for autonomous vehicles; and Ford and VW have stopped developing an autonomous car and are working together on more realistic ambitions.  

Safety issues at SAE level 3

But even with a focus on SAE level 3, the problems do not go away. The biggest safety problem may well lie at this level. Elon Musk has suggested for years that Tesla's autopilot would allow drivers to read a book or watch a movie. All they must do is stay behind the wheel. They must be able to take control of the car if the automatic system indicates that it can no longer handle the situation. Studies in test environments show that in this case the reaction time of drivers is far too long to prevent disaster. An eye on the road and a hand on the wheel is still mandatory everywhere in the world, except in  few paces for cars accredited at SEA level 4 under specified conditions.
The assumption is that the operating system is so accurate that it indicates in time that it considers the situation too complex. But there are still many doubts as to whether these systems themselves are sufficiently capable of properly assessing the situation on the road at all times. Recent research from King's College London showed that pedestrian detection systems are 20% more accurate when dealing with white adults than when dealing with children and 7.5% more accurate when dealing with white people compared to people with dark skin.
In the next post I will go into more detail about the legislation and what the future may bring.

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Since mid-2022, Cruise and Waymo have been allowed to offer a ride-hailing service without a safety driver in a quiet part of San Francisco from 11pm to 6am. The permit has now been extended to the entire city throughout the day. The company has 400 cars and Waymo 250. So far, it has not been an unqualified success.  

A turbulent start

In a hilarious incident, an empty taxi was pulled over by police; it stopped properly, but kept going after a few seconds, leaving the officers wondering if they should give chase. The National Highway Traffic Safety Administration is investigating this incident, as well as several others involving Cruise taxis stalling at intersections, and the Fire Department reports 60 incidents involving autonomous taxis.

Pending further investigation, both companies are only allowed to operate half of their fleet. In addition to the fire department and public transport companies, trade unions are also opposed to the growth of autonomous taxis. California's governor has rejected the objections, fearing that BigTech will swap the state for more car-friendly ones. It is expected that autonomous taxis will gradually enter all major US cities, at a rate just below that of Uber and Lyft.
 
Cruise has already hooked another big fish: In the not-too-distant future, the company will be allowed to operate autonomous taxis in parts of Dubai.
The number of autonomous taxi services in the world can still be counted on one hand. Baidu has been offering ride-hailing services in Wuhan since December 2022, and robot taxis have been operating in parts of Shenzen since then.
Singapore was the first city in the world to have several autonomous taxis operating on a very small scale. These were developed by nuTonomy, an MIT spin-off, but the service is still in an experimental phase. Another company, Mobileye, also plans to start operating in Singapore this year.
The same company announced in 2022 that it would launch a service in Germany in 2023 in partnership with car rental company Sixt 6, but nothing more has been heard. A survey by JD Power found that almost two-thirds of Germans do not trust 'self-driving cars'. But that opinion could change quickly if safety is proven and the benefits become clear.  

What is it like to drive a robotaxi?

Currently, the group of robotaxi users is still small, mainly because the range is limited in space and time. The first customers are early adopters who want to experience the ride.
 
Curious readers: Here you can drive a Tesla equipped with the new beta 1.4 self-driving system, and here you can board a robotaxi in Shenzhen.
 
The robotaxis work by hailing: You use an app to say where you are and where you want to go, and the computer makes sure the nearest taxi picks you up. Meanwhile, you can adjust the temperature in the car and tune in to your favourite radio station.
Inside the car, passengers will find tablets with information about the journey. They remind passengers to close all doors and fasten their seatbelts. Passengers can communicate with remote support staff at the touch of a button. TV cameras allow passengers to watch. Passengers can end the journey at any time by pressing a button. If a passenger forgets to close the door, the vehicle will do it for them.
The price of a ride in a robotaxi is just below the price of a ride with Uber or Lyft. The price level is strongly influenced by the current high purchase price of a robotaxi, which is about $175,000 more than a regular taxi. Research shows that people are willing to give up their own cars if robotaxis are available on demand and the rides cost significantly less than a regular taxi. But then the road is open for a huge increase in car journeys, CO2 emissions and the cannibalisation of public transport, which I previously called the horror scenario.  

Roboshuttles

In some cities, such as Detroit, Austin, Stockholm, Tallinn and Berlin, as well as Amsterdam and Rotterdam, minibuses operate without a driver, but usually with a safety officer on board. They are small vehicles with a maximum speed of 25 km/h, which operate in the traffic lane or on traffic-calmed streets and follow a fixed route. They are usually part of pilot projects exploring the possibilities of this mode of transport as a means of pre- and post-transport.

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In an autonomous car from SAE level 4, perception equipment – the eyes and ears – and software take over human brain functions. This requires accurate maps, laser, radar, lidar and cameras. The lidar, which means 'detect light and range', works in conjunction with the car's cameras. This system pulses laser waves to map the distance to objects day and night, up to up to 100 meters with an accuracy of a few centimeters. The price of all this equipment is between €150,000 and €200,000. The lidar is a high-cost item, although this system is becoming increasingly cheaper due to industrial production. Together, these tools build a four-dimensional image of the environment, and all functions of the moving car are controlled using stored software and communications in the cloud.  

Google/Waymo

Google's X-lab began developing an autonomous car in 2009. In 2016, the company had already completed more than 1.5 million test kilometers and spent $1.1 billion on the development of an autonomous car. The company previously used a self-developed model ('the firefly', see photo). The company then deployed converted Chrysler Pacifica Hybrids, and these will be exchanged for fully electric Jaguar I-Pace cars.
In 2016, Google's parent company Alphabet parlayed autonomous car developments into a new company called Waymo (derived from "a new way of mobility").  

General motorcycles/cruise

Cruise was founded in 2013 with the intention of developing a self-driving car. In 2016, General Moters acquired the company for an amount of $500 million. To date, the company has completed 700,000 test miles in San Francisco's urban environment with no fatalities.

Uber

In 2016, Uber began working with Volvo to develop an autonomous car that could serve as a taxi. The company had acquired software manufacturer Otto for a net $600 million. The company predicted that there will be 75,000 self-driving cars on the road by 2019. That became zero. During the test phase, the company experienced several accidents, including one with a fatal outcome. In addition, Waymo became a target of data theft, a case that was decided in Waymo's favor by the court. Uber therefore had to pay damages of €250 million (in shares). This led to the departure of Uber founder Travis Kalanick. His successor, Dara Khosrowshahi, has put the development of an autonomous car on the back burner. It was recently announced that Uber has signed a contract with Waymo to use this company's autonomous cars in the future.  

Tesla

Until recently, the use of lidar was not possible due to the high costs for car manufacturers that opt for accreditation at SAE level 3. Tesla therefore equipped its cars exclusively with radar, cameras and computer vision. The latter means that all driving Teslas transmit camera images of traffic and the way in which motorists react to 'the cloud'. The company has been developing these images with artificial intelligence for years. It prides itself on the fact that its cars have rules of conduct for every conceivable traffic situation.
The development of the Tesla was accompanied by high expectations but also by many accidents, some of which were fatal. Last year, Tesla made available a beta version of the FSD ("Full Self Driving") software package for a price of $15,000. However, the company had to recall as many as 362,000 cars under the authority of the Traffic Safety Administration because this package was encouraging illegal driving. It looks like that these issues have been resolved and some experts have suggested that Tesla will be able to qualify for accreditation at least at SEA Level 3. This still has to happen.  

Ford and Volkswagen

These companies threw in the towel in 2022 and unplugged Argo, a company that was supposed to develop an autonomous car to provide SAE level 4 taxi services. Instead, both companies announced focusing on the SAE levels 2 and 3, like most auto makers.
 
According to analysts at AlixPartners, the industry has invested $100 billion in developing car automation by 2023, in addition to $250 billion in development of electric cars. I will discus the profitability of these investments later.

At this time, every car manufacturer plus hundreds of startups are working on developing artificial intelligence for driving automation. This should enable communication with the car’s passengers, sensing and anticipating the behavior of other vehicles and road users, communicating with the cloud and planning a safe and fast journey. I will write later about the investments made to achieve this goal.
The development of car automation became visible when Google was the first to start a project in 2009. The activities that technology companies and the automotive industry carry out start from two different visions of the desired result.

Maintain the existing traffic system

The first view assumes that automation is a gradual process that will result in drivers ability to transfer control of the vehicle in a safe manner. It is provisionally assumed that a driver will always be present. That is why taking over control is no problem under specific conditions, such as bad weather and crowded streets. Tesla, an outspoken supporter of this vision, has therefore been talking about its autopilot for years. This came under heavy criticism because the number of functions that were automated was limited. Partly because of this, the so-called autopilot could only be used on a limited number of roads and under favorable conditions.
Most established automotive manufacturers primarily have in mind the higher segment of automobiles and announce they will only make relatively cheaper models suitable for this purpose at a later stage. Maintaining the current traffic system is paramount. The car industry wants to avoid at all costs that people will eventually stop buying cars and limit themselves to ride-hailing in autonomous vehicles.

Moving towards another traffic system

The latter is exactly the intention of the companies that adhere to the second vision. These primarily include non-traditional automotive companies, with Google (later Alphabet) in the lead. What they had in mind from the start was to achieve SAE level 4 and, in the long term, SAE 5 level, cars that can drive safely on the road without the presence of a driver. Companies belonging to this group advocate a completely new transport system. In their opinion, safe driving at SAE level 3 is impossible if the driver is not constantly paying attention. They believe that in the event of a 'disengagement signal', taking control of the car takes too much time and will result in dangerous situations. In addition to Google, Uber (in collaboration with Volvo) also belonged to this group, but now appears to have dropped out. This also applies to Ford and Volkswagen. General Motors is betting on two horses and aims to maintain accreditation at SAE level 4 with its subsidiary Cruise, although Alphabet's subsidiary Waymo has by far the best cards.

Important message for the readers

From next year on, the frequency of my articles about the quality of our living environment will decrease. I admit to an old love: Music. In my new website (in Dutch) I write about why we love music, richly provided with examples. Maybe you will like it. Follow the link below to have a look.

At the start of November, I was lucky enough to visit Barcelona for the World Smart City Expo 2023. Together with my Amsterdam Smart City colleagues and a group of our network partners, I organized -and took part in- keynotes, panel discussions, workshops and visits to international pavilions. As this was my second time visiting the Expo with our network, I was able to keep my focus on the content amidst the overwhelming congress hall and side activities. The following text describes some of my best insights and discoveries.
 
Informal Transport: Challenges and Opportunities
My mobility colleague Chris de Veer took part in a panel discussion on public transport and mobility options in urban environments. Following a plea on the implementation of micro subsidies (increasing equity and efficiency of subsidies), Chris explained the Dutch efforts to get people out of theirs cars and onto bikes and public transport, and making shared mobility solutions accessible for everyone. An important story but something I’ve been working on and getting really familiar with the past year. However, when Maria Nieto, a DU60th PhD Scholar, entered the conversation the discussion took an unexpected turn.

Maria introduced the topic of Popular, or Informal, Transport. For some years, she had been studying this topic of individuals and small scale entrepreneurs organizing ‘unregulated’ transport services. While many would say  that this is ‘just chaos on the streets’ (think of the Rickshaws in New Delhi, or the moped taxi’s in Asian countries), she argued how it’s actually quite an efficient and demand responsive service. With the help of public authorities, this source of livelihood for many could be implemented in urban mobility systems. And if electric vehicle alterations would be relatively cheaper, these entrepreneurs would be happy to help make this large fleet more sustainable overnight. Furthermore, they could help please our obsession for data on travel behaviour. These drivers know exactly where people are traveling to- and from!  

But where to start? Randolf Wilson, head of the Department of Transport at Kumasi Metropolitan Assembly (Ghana) and Ajoy Sharma, Principal Secretary at the Government of Punjab (India) shared stories from their own districts and how they’re trying to improve this sector. They explained how the main challenges revolve around unsafe working (& traffic) conditions and unregulated pricing mechanisms. In order to get a grip on these problems they are currently doing their best to map this sector. Unions play a key role in getting as many entrepreneurs registered as possible. Through these unions, governments are able to (micro)subsidize this growing sector, collaborate with the drivers, and ‘tidy up the chaos’.

This panel made me realize how every country and region is dealing with their own mobility challenges, and how extremely organized our own mobility system is.

Pikala Bikes in Marrakech
During the congress, I had the pleasure of meeting Cantal Bakker, founder of Pikala Bikes. With Pikala Bikes, she is introducing the city of Marrakech to cycling culture and the benefits it brings to people, their health and the city as a whole. Unknowingly, I had actually visited her repair café in March, when I travelled though Morocco.

With the help of financial income from bike tours, bike rentals, repairs and the café, Cantal is training and employing Moroccan youth in the cycling and tourism sector. At the same time, the growing presence of bikes in the urban environment inspires citizens to consider biking as a means of transport instead of the popular mopeds.

However, because the local government is still hesitant in giving cyclists more space in their infrastructure plans, she’s now putting extra effort in convincing local authorities of all the benefits a growing cycling culture could bring to the city. As this is one of the Netherlands’ great export products, we look forward to help her in connecting with Dutch ambassadors and high profile names within the Dutch cycling sector and add some persuasive power to the table!
 
Affordable and sustainable housing
During the final day of the Expo, I decided to join a talk on the challenges and opportunities regarding affordable and sustainable housing. While I’m not professionally involved in this sector, I do have great personal interest in this global challenge.

The panel consisted of a combination of architects, researchers and city officials. I was especially impressed by John Roberson, Chief Operating Officer for the City of Chicago. His way of talking and the Chicago projects he described were inspiring. I decided to hang on for a while afterwards to speak to him.

We had a conversation about one of the aspects of our current housing crisis that intrigues me; apart from the need for more physical buildings for housing, there also needs to be more ‘flow’ in our current housing market. There are too much house owners and tenants living in a house that’s not ‘suited’ for their current stage and situation in life. Think of; elderly who are living alone in a spacious multiple bedroom house, and a starting family cramped up in a studio. He explained to me how culture and pride make this a difficult matter; people consider their (family)homes their biggest pride and property in life. Furthermore, the longer people live and settle in a place, the harder it gets to move and build up a life and social network in a different place. To overcome this lack of flow in the housing market (e.g. elderly occupying big family homes), we shouldn’t focus on measures to get people out of their houses, but we should make housing options for elderly as attractive as possible and distributed throughout the country. Moving away from family and the social circle you’ve build up throughout life, is one of the biggest reasons not to move!
 
A big thank you to all people involved in making this International trip happen, and I’m excited to follow up with all the new people and organizations I’ve met! See you next year Barcelona!

How far are we from large-scale use of 'self-driving' cars. This and subsequent posts deal with this question. In answering it, I will focus on the potential contribution of self-driving cars to the quality of the living environment. Nowadays, the development of self-driving cars has faded a bit into the background. There is a reason for that, and I will get to it later.

When 'self-driving' vehicles first emerged, many believed that a new urban utopia was within reach. This would save millions of lives and contribute to a more livable environment. However, it is only one of the scenarios. Dan Sperling writes: The dream scenario could yield enormous public and private benefits, including greater freedom of choice, greater affordability and accessibility, and healthier, more livable cities, along with reduced greenhouse gas emissions. The nightmare scenario could lead to even further urban expansion, energy consumption, greenhouse gas emissions and unhealthy cities and people.

The dream scenario

Do you have to go somewhere? On request, a self-driving car will stop in front of your door within a few minutes to make the desired journey. After you have been safely dropped, the car drives to the next destination. Until a few years ago, companies like Uber and Lync were looking forward to the day when they could fire all their drivers and offer their services with 'self-driving' cars. Naturally at lower prices, which would multiply their customer base. In this scenario, no one wants to have their own car anymore, right? The number of road casualties also will reduce drastically in this scenario. Autonomous cars do not drink, do not drive too fast, never get tired and anticipate unexpected actions of other road users much faster than human drivers. At least that was the argument.
Quick calculations by the proponents of this scenario show that the number of cars needed for passenger transport could decrease by a factor of 20 (!).

The nightmare scenario

This calculation was perhaps a little too fast: Its validity depends on a perfect distribution of all trips over day and night and over the urban space and on the presence of other road users. What you don't want to think about is that outside rush hour, most of the fleet of 'self-driving' cars is stationary somewhere or driving aimlessly in circles. Moreover, the dream scenario assumes that no one switches from public transport, walking, or cycling. Instead of improving cities, these types of cars have the potential to ruin them even further, according to Robin Chase, co-founder of Zipcar. Taxis, especially those from Uber and Lyft, are already contributing to traffic jams in major American cities and to the erosion of public transportation
 
Both views are based on suspicions, expectations, and extrapolations and a dose of 'wishful thinking' too. In the next posts, I will discuss results of scientific research that allows to form a more informed opinion about both scenarios.

Dit you already visit my new website 'Expeditie Muziek'. This week an exploration of world-class singer-songwriter 'Shania Twain

My fifth round at World Smart City Expo in Barcelona brought a blend of familiarity and fresh perspectives. Over the past few years I have grown increasingly skeptical of what I often call “stupid” smart-solutions like surveillance systems, sensored waste bins and digital twins which dominate the Expo.  I’ve learned that these solutions often lock cities into proprietary systems and substantial investments with uncertain returns. Amidst this skepticism, I found this year’s activities to be a hub of insightful exchanges and reconnection with international peers. Here's a rundown of my top five learnings and insights from the activities I co-organized or engaged in during the event:

1. Generative AI Potential: Visiting the Microsoft Pavilion offered a glimpse into the transforming potential of Generative AI. Microsoft showcased a new product enabling organizations to train their own Generative AI models using internal data, potentially revolutionizing how work gets done. Given the impact we’ve already seen from platforms like OpenAI in the past year, and Microsoft's ongoing investment in this field, it's intriguing to ponder its implications for the future of work.
2. BIT Habitat Urban Innovation Approach: I was impressed to learn more about Barcelona’s practical urban innovation approach based on Mariana Mazzucato vision. Every year the city defines a number of challenges and co-finance solutions. Examples of challenges tackled through this program include lowering the number of motorbike accidents, and improving the accessibility of public busses in the city. The aim of the approach is not to develop a new solution, but to find ways to co-finance innovation that generates a public return. This governmental push to shape the market resonates as a much-needed move in the smart city landscape where gains are often privatized while losses are socialized.
3. EU Mission: Climate Neutrality and Smart Cities: Discussions at the European Commission’s pavilion with representatives from the NetZeroCities consortium highlighted the need for standardized CO2 monitoring in cities. Currently, methodologies vary widely, making comparisons difficult. Practically this means that one ton of CO2 as calculated in one city might translate to zero or two tons of CO2 in another city. While meeting cities at different stages on their climate journey is crucial (ie some cities might only monitor Scope 1 & 2 emissions, while others will also include Scope 3), a key priority for the European Commission and NetZeroCities should be to implement more standardized and robust approaches for measuring and monitoring CO2 emissions, for instance using satellite data.
4. Sustainability & Digitalization Dilemmas: Participating in SmartCitiesWorld’s sustainability roundtable revealed several challenges and dilemmas. A key issue raised by participating cities is that sustainable solutions often benefit only certain segments of the population. Think for instance about the subsides for electric vehicles in your city or country – they most likely flow to the wealthiest portion of the population. Moreover, the assumption that digital and green solutions always complement each other is being challenged, as city representatives are starting to understand that digital solutions can contradict and undermine energy efficiency and neutrality goals. Ultimately many of the participants in the roundtable agree on the need to focus much more on low-tech and behavioral solutions instead of always looking to tech innovations which in many cases are neither affordable, nor effective in achieving their stated goals.
5. Drum & Bass Bike Rave: Despite the interesting sessions and conversations, it’s an event outside the Expo that emerged as the highlight for me.  Two days before the Expo I joined Dom Whiting’s Drum & Bass On The Bike event, with thousands other people taking to the streets of Barcelona on bikes, roller bladders and skateboards.  Whiting first started playing music on his bike to counteract loneliness during the Covid-19 pandemic, and since then he has become a global sensation. This was by far the largest and most special critical mass event I have ever participated, and the collective experience was electrifying. To paraphrase H. G. Wells who is thought to have said that “every time I seem an adult on a bicycle, I no longer despair for the future of the human race”, I can similarly say that seeing thousands of people bike and jam through the streets of Barcelona provided me with a glimpse into a hopeful future where community, sustainability and joy intersect.

Overall, I experienced this edition of the Smart City Expo as a melting pot of diverse perspectives and a valuable opportunity to connect with international peers. However, I do have two perennial critiques and recommendations for next year's event. Firstly, the Dutch delegation should finally organize a "Climate Train" as the main transport for its 300+ delegates to and from the Expo. Secondly, I advocate for a shift in the Expo's focus, prioritizing institutional and policy innovations over the current tech-driven approach. This shift would better address the real challenges cities face and the solutions they need, fulfilling the Expo's ambition to be the platform shaping the future of cities as places we aspire to live in.

This is the 21th episode of a series 25 building blocks to create better streets, neighbourhoods, and cities. Its topic is the combination of living and working in the same neighbourhood. This idea is currently high on the agenda of many city councils.  

Benefits for the quality of the living environment

If there is also employment in or near the place where people live, several residents might walk to work. That will only apply to relatively few people, but urban planners think that bringing living and working closer together will also increase the liveliness of the neighborhood. But more reasons are mentioned: including cross-fertilization, sharing of spaces, the shared use of infrastructure (over time), a greater sense of security and less crime. Whether all these reasons are substantiated is doubtful.
In any case, mixed neighbourhoods contributes to widening the range of residential environments and there is certainly a group that finds this an attractive idea. The illustrations above show places were living and work will be mixed (clockwise): Deventer (Havenkwartier), The Hague (Blinckhorst), Leiden (Bioscience Park), Amersfoort (Oliemolenterrein), Amsterdam (Ravel) and Hilversum (Wybertjesfabriek).  

Break with the past

Le Corbusier detested the geographical nearness of work and living. In his vision, all the daily necessities of residents of the vertical villages he had in mind had to be close to home, but the distance to work locations could not be great enough. Incidentally, very understandable because of the polluting nature of the industry in the first half of the 20th century. Nowadays, the latter is less valid. An estimated 30% of companies located on industrial sites have no negative environmental impact whatsoever. A location in a residential area therefore does not have to encounter any objections. The choice for an industrial site was mainly dictated because the land there is much cheaper. And that's where the shoe pinches. The most important reason to look for housing locations on industrial estates is the scarcity of residential locations within the municipality and consequently their high prices. Moreover, in recent decades the surface of industrial estates has grown faster than that of residential locations, at least until a couple of years ago.  

Companies are still hesitating

Companies are generally reserved about the development of housing in their immediate vicinity. Apart from the realistic expectation that the price of land will rise, they fear that this will be at the expense of space that they think they will need to grow in the future. This fear is justified: In the Netherlands 4600 hectares of potential commercial sites disappeared between 2016 and 2021. Another concern is that future 'neighbors' will protest against the 'nuisance' that is inherent to industrial sites, among others because of the traffic they attract. The degree of 'nuisance' will mainly depend on the scale on which the mixing will take place. If this happens at block level, the risk is higher than in case of the establishment of residential neighborhoods in a commercial environment. But as said, there is no need to fear substantial nuisance from offices, laboratories, call centers and the like. Companies also see the advantages of mixing living and working, such as more security.  

Searching for attractive combinations of living and working

Project developers see demand for mixed-use spaces rising and so do prices, which is an incentive for the construction of compact multifunctional buildings, in which functions are combined. To create sufficient space for business activity in the future, they advocate reserving 30% for business space in all residential locations. The municipality of Rotterdam counters this with a 'no net loss' policy regarding gross floor surface for commercial spaces.
Gradually, attractive examples of mixed living and working areas emerge. Park More (from Thomas More), the entrance area of the Leiden Bioscience Park, which will consist of homes, university facilities and a hotel (photo top right). The idea is that in the future there will also be room for the storage of rainwater, the cultivation of food and the production of the estate's own energy.
Another example, which can probably be followed in more places, is the transformation of the Havenkwartier Deventer into a mixed residential and working area, although part of the commercial activity has left and the buildings are being repurposed as industrial heritage (photo above left). The starting point is that, despite hundreds of new homes, the area will retain its industrial and commercial character, although some residents complain about the 'smoothening' of the area'. Living and working remains a challenging combination, partly depending on where the emphasis lies. In this respect, many eyes are focused on the substantiation of the plans of Amsterdam Havenstad.
 
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This is the 19th episode of a series 25 building blocks to create better streets, neighbourhoods, and cities. This post is about increasing the independent mobility of children and the elderly, which is limited due to the dangers that traffic entails.

For safety reasons, most urban children under the age of ten are taken to school. The same goes for most other destinations nearby. It hampers children’s independent mobility, which is important for their development.

Car-free routes for pedestrians and cyclists

For security reasons, car-free connections between homes and schools, community centers, bus stops and other facilities are mandatory (photo’s top left and bottom right). Car routes, in their turn, head to neighborhood parking spaces or underground parking garages. Except for a limited number of parking spaces for disabled people.

Design rules

Model-wise, the design of a residential area consists of quadrants of approximately 200 x 200 meters in which connections are primarily intended for pedestrians and cyclists. There are routes for motorized traffic between the quadrants and there are parking facilities and bus stops at the edges. Inhabitants might decide that cars may enter the pedestrian area at walking pace to load and unload to disappear immediately afterwards. The routes for pedestrians and cyclists connect directly with the shops and other destinations in the neighborhood, based on the idea of the 15-minute city. Shops 'ideally' serve 9 to 16 quadrants. In practice, this mode will have many variations because of terrain characteristics, building types and aesthetic considerations.

Examples

The number of neighborhoods where cars can only park on the outskirts is growing. A classic example is 'ecological paradise' Vauban were 50 'Baugruppen' (housing cooperatives) have provided affordable housing (photo bottom middle ). Car-free too is the former site of the Gemeentelijk waterleidingbedrijf municipal water supply company in Amsterdam - (photo bottom left). Here almost all homes have a garden, roof terrace or spacious balcony. The Merwede district in Utrecht (top middle) will have 12,000 inhabitants and for only 30% room for parking is available, and even then only on the edge of the district. Shared cars, on the other hand, will be widely available. The space between the houses is intended for pedestrians, cyclists and children playing.

More emphasis on collective green

Due to the separation of traffic types and the absence of nuisance caused by car, there are no obligatory streets, but wide foot- and cycle paths. Instead there are large lawns for playing and picnicking, vegetable gardens and playgrounds. Further space savings will be achieved by limiting the depth of the front and back gardens. Instead, large collective space appears between the residential blocks; remember the Rivierenwijk in Utrecht that I mentioned in the former post (top right). Behind the buildings, there is room for small backyards, storage sheds and possibly parking space.
 
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This is the 12th episode of a series 25 building blocks to create better streets, neighbourhoods, and cities. This post deals with the question of how nature itself can help to deal with excessive rainfall and subsequently flooding of brooks and rivers, although these disasters are partially human-made.
Until now, flooding has mainly been combated with technical measures such as the construction of dykes and dams. There are many disadvantages associated with this approach and its effectiveness decreases. Nature-inclusive measures, on the other hand, are on the rise. The Netherlands is at the forefront of creating space for rivers to flood, where this is possible without too many problems.

Sponge areas

An important principle is to retain water before it ends up in rivers, canals, and sewers. The so-called sponge city approach can be incorporated into the fabric of new neighbourhoods and it creates sustainable, attractive places too. A combination of small and large parks, green roofs, wadis, but also private gardens will increase the water storage capacity and prevents the sewer system from becoming overloaded and flooding streets and houses. Steps are being taken in many places in the world; [China is leading the way](https://www\.dropbox\.com/s/47zxvl3kgbeeasa/Tale of two cities.pdf?dl=0) (photo top right). However, the intensity of the precipitation is increasing. In 2023, 75 cm of rain fell in Beijing in a few days. Under such conditions, local measures fall short. Instead, nature-inclusive measures must be applied throughout the river basin.

Retention basins

In new housing estates, water basins are constructed to collect a lot of water. Their stepped slopes make them pleasant places to stay in times of normal water level. The pictures on the left are from Freiburg (above) and Stockholm (below). The top center photo shows the construction of a retention basin in Lois Angeles.
Wadis
Wadis are artificial small-scale streams in a green bed with a high water-absorbing capacity. In the event of heavy rainfall, they collect, retain and discharge considerably more water than the sewer system (bottom center photo). Green strips, for example between sidewalks, cycle paths and roads also serve this purpose (photo bottom right: climate-adaptive streets in Arnhem).

Green roofs, roof gardens and soils

Green roofs look good, they absorb a lot of CO2 and retain water. The stone-covered urban environment is reducing the water-retaining capacity of the soil. Sufficiently large interspaces between paving stones, filled with crushed stone, ensure better permeability of streets and sidewalks. The same applies to half-open paving stones in parking lots.

Refrain from building in flood-prone areas

Up to the present day, flood-prone parts of cities are used for various purposes, often because the risk is underestimated or the pressure on space is very great. London's Housing and Climate Crises are on a Collision Course is the eloquent title of an article about the rapidly growing risk of flooding in London.
Hackney Wick is one of 32 growth centers set to help alleviate London's chronic housing shortage, which has already been repeatedly flooded by heavy rainfall. However, the construction of new homes continues. Measures to limit the flood damage at ground floor level include tiled walls and floors, water-inhibiting steel exterior doors, aluminum interior doors, kitchen appliances at chest height, closable sewers, and power supply at roof-level. Instead, floating neighbourhoods should be considered.

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Most important causes of death worldwide (Source: The Lancelet, le Monde)
 
This is the 10th episode of a series 25 building blocks to create better streets, neighbourhoods, and cities. In this post, I mainly focus on health problems which are directly related to the quality of the living environment  

Are cities healthy places?

According to the WHO's Global Burden of Diseases Study, 4.2 million deaths worldwide each year are caused by particulate matter. The regional differences are significant. Urban health depends on the part of the world and the part of the city where you are living. More than 26 million people in the United States have asthma and breathing problems as a result. African-American residents in the US die of asthma three times as often as whites. They live in segregated communities with poor housing, close to heavy industry, transportation centers and other sources of air pollution.
Globally, the increasing prosperity of city dwellers is causing more and more lifestyle-related health problems. Heart disease, and violence (often drug-related) has overtaken infectious diseases as the first cause of death in wealthy parts of the world.  

The Netherlands

Very recently, Arcadis published a report on 'the healthy city'. This report compares 20 Dutch cities based on many criteria, divided over five domains. The four major cities score negatively on many aspects. In particular: healthy outdoor space, greenery, air quality, noise nuisance, heat stress and safety. Medium-sized cities such as Groningen, Emmen, Almere, Amersfoort, Nijmegen, and Apeldoorn, on the other hand, are among the healthiest cities.
In Amsterdam, the level of particulate matter and nitrogen dioxide (NO2) in 2018 exceeded World Health Organization standards in many streets. The GGD of Amsterdam estimates that 4.5% of the loss of healthy years is the result of exposure to dirty air.  

Collaborative measuring air quality

In various cities, groups of concerned citizens have started measuring the quality of the air themselves. A professional example is the AiREAS project in Eindhoven. An innovative measuring system has been developed together with knowledge institutions and the government. Sensors are distributed over the area of the city and the system provides real-time information. The AiREAS group regularly discusses the results with other citizens and with the city government. The measurement of the quality of the air is supplemented by medical examination. This research has confirmed that citizens in the vicinity of the main roads and the airport have an increased risk of mortality, reduced lung function and asthma.
The AiREAS project is linked to similar initiatives in other European cities. Occasionally the data is exchanged. That resulted in, among other things, this shocking video.  

Future?

Could the future not be that we are busy doing the obvious things for our health, such as walking, cycling, eating good food and having fun and that thanks to wearables, symptoms of diseases are watched early and permanently in the background, without us being aware of it? The local health center will monitor and analyze the data of all patients using artificial intelligence and advise to consult the doctor if necessary. An easily accessible health center in one's own neighborhood remains indispensable.
 
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Hoe maak je de stap van gezamenlijk leren, naar samen echt dingen doen? Er is al veel over gezegd en geschreven... Communities of practice, smeden van allianties, enz enz... Vaak blijft het dan een beetje hangen bij het organiseren van een toffe sessie, vast met veel energie. En daarna gaat iedereen - als het goed is met nieuwe ideeën en inspiratie - weer verder met waar 'ie al mee bezig was. Vaak is dat al genoeg, maar zeker in transities wil je eigenlijk een stapje verder komen.

Is eigenlijk al wel voldaan aan een aantal belangrijke condities om het netwerk levend te maken en te houden?

Reflecterend op onze eigen praktijk, ontdekten we een aantal kenmerken die belangrijk en beïnvloedbaar zijn bij het bouwen van impactvolle levende lerende netwerken. Amsterdam Smart City zelf is zo'n voorbeeld, waarin we voortdurend met elkaar op zoek zijn naar hoe we onze samenwerking van betekenis kunnen laten zijn voor de duurzame transities in onze regio. De Green Deal Circular Festivals, het MRA Platform Smart Mobility, Sail Amsterdam, en het Initiatief Bewust Bodemgebruik zijn enkele andere voorbeelden van levende lerende netwerken. Ook hier zagen we telkens dat de volgende kenmerken van belang zijn om verder te komen, en om de stap te maken van samen leren, naar samen doen:

(1) Wederzijdse afhankelijkheid tussen deelnemers
(2) Beweging door gedeelde energie
(3) Diversiteit daagt uit
(4) Persoonlijke ontwikkeling, empathie, ego overstijgend
(5) Veilige ruimte om te leren en ontwikkelen

Op basis van onze ervaringen in de praktijk, hebben we onze kijk op het ontstaan, de kenmerken en het begeleiden van Levende Lerende Netwerken opgeschreven in een whitepaper. Wil je meer weten, dan kun je die downloaden via onderstaande link (naar beneden scrollen naar de download knop van de Levende Lerende Netwerken Whitepaper).

Tijdens het PGM Open Congres op 26 september organiseren we hierover een workshop voor programmamanagers (https://lnkd.in/gcRPv4V8). En, je kunt me natuurlijk altijd een berichtje sturen als je meer wilt weten!

This is the 7th episode of a series 25 building blocks to create better streets, neighbourhoods, and cities. The question is whether motorized traffic must be banned from central parts of the city to improve the quality of the urban environment.
Most cities face a choice when it comes to accessibility of their central parts: Whether they renovate the road infrastructure or they face a growing and lasting conflict between car traffic and visitors, whose numbers will decrease further as a result of prioritizing cars. This post deals with the first option.

Changing priorities in the use of road space

The starting point for this renovation is choosing the best experience for both residents and visitors. Therefore, the use of road space in all parts of cities must be under scrutiny. This also applies the connecting roads between centers and the other parts of the city. The distribution of space between pedestrians, cyclists, cars, and public transport has to be reconsidered. A good example is the Ferdinand Bolstraat in Amsterdam. Cars have been banned, the sidewalks are widened, cyclists have their own lanes and the tram uses a switch track (photo below left), just as in Leidsestraat (photo above left).

Accessibility

The rule of thumb is that the larger a city and the better public transport is functioning, the more the accessibility by car of the central parts and the residential areas as well can be reduced. Visitors who rely on the use of a car then store their vehicle in a parking on the edge of the center, preferably near supermarkets or other places where voluminous purchases can be made. From these parking spaces they enter the central area on foot. Incidentally, it is worth considering opening the entire center to cars until 11 a.m. to pick up orders.
Cyclists can be allowed deeper penetration in the central urban area, but not unlimited. They leave their bicycles in (guarded) parking facilities too.
Public transport never stops more than 300 meters from the middle of the center, where comfortable waiting areas are offered, and information is available.

Separation of traffic flows

A separation of traffic flows is required for the entire urban area. The most central streets will be exclusively intended for pedestrians, emergency services and occasionally the tram. Bicycles are allowed in streets in the center, depending on their wideness.
Public transport has always priority at traffic lights. It ensures not only transfer-free accessibility of the urban center, but also connects the most important residential and work areas with a minimum number of transfer. The possible arrival of autonomous minibuses will radically improve the flexibility of public transport (photo above right).
Intra-urban walking and cycling routes
Pedestrians’ and cyclists’ safety and amenity are improved if the connections between the central and outlying parts of the city are accessible by separate routes too. In a city whose green space penetrates deep into the central area, these routes can partly run through nature. A good example is the cycle route from the center of Utrecht to Leidsche Rijn (photo bottom right). Pedestrians need an attractive route through the built-up area for reasons of social safety.
 
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This article is part of the series 25 building blocks to create better streets, neighbourhoods, and cities. Read how the design of high-rises might comply with the quality of the urban environment.
High-rises are under scrutiny in two respects. First, its necessity or desirability. Secondly, their integration in the urban fabric. This post is about the latter.

Options for high-rises

Suppose you want to achieve a density of 200 housing equivalents in a newly to build area of one hectare. A first option is the way in which Paris and Barcelona have been built: Contiguous buildings from five to eight floors along the streets, with attractive plinths. In addition, or as an addition, others prefer high-rises because of their capacity of enhancing the metropolitan appearance of the area. Not to increase the density in the first place.

Integrative solution

Almost all urban planners who opt for the latter option take as starting point rectangular blocks, which height along the streets is limited to 4-6 storeys, including attractive plinths. The high-rise will then be realized backwards, to keep its massiveness out of sight. The image at top left gives an impression of the reduced visibility of high-rises at street level on Amsterdam's Sluisbuurt. According to many, this is a successful example of the integration of high-rises, just like the Schinkelkwartier under development, also in Amsterdam(picture top right).

Separate towers

The last option is also recognisable in all urban plans with a metropolitan character in Utrecht and Rotterdamand more or less in The Hague too. This represents a turnaround from the past. Research by Marlies de Nijsshowed that only 20% of all high-rises built before 2015 met this condition. These buildings consist of separate towers without an attractive plinth. What you see at ground floor-level are blank walls hiding technical, storage or parking areas. The Zalmtoren in Rotterdam, the tallest building in the Netherlands, exemplifies this (picture below right). This kind of edifices is mostly surrounded by a relatively large space of limited use. Other disadvantages of detached high-rises are the contrast with adjacent buildings, their windy environment, the intense shadows, its ecological footprint, and the costs.

Paris

Two extreme examples of disproportionate high-rises can be found in Paris. Paris has always applied a limitation of the building height to 37 meters within the zone of the Périférique. The exception is the Eiffel Tower, but it was only meant to be temporary. In the two short periods that this provision was cancelled, two buildings have risen: The first is the 210-meter-high Tour Montparnasse, which most Parisians would like to demolish immediately. Instead, the building will be renovated at a cost of €300 million in preparation for the Olympic Games. After 10 years of struggle, construction of the second has started in 2021. It is the 180-meter-high Tour Triangle, designed by Herzog & de Meuron, so-called star architects. The photos at the bottom left and centre show the consequences for the cityscape.

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https://www.dropbox.com/scl/fi/x39qvzkw687rxsjvhsrzn/overzicht-blogposts-Eng.docx?rlkey=vpf7pwlfxkildpr9r062t5gf2&dl=0