Finding Balance in the Thinking City

Published by Volume 6 • Number 1 June 2019

CITIES AND REGIONS FOR TRANSPORT INNOVATION

CITYVIEW ENVIRONMENT & TRAFFIC ACCESS TRANSPORT GOVERNANCE & HEALTH IN EFFICIENCY SAFETY & INTEGRATION TRANSPORT SECURITY SMART TRANSPORT FOR CITIES AND REGIONS Finding balance in the Are cities doing enough to provide suitable mobility options for all citizens? thinking city

thinkingcities.com

● AMSTERDAM ● ANTWERP ● ARNHEM-NIJMEGEN ● BASEL ● BILBAO ● BRUSSELS ● CHESHIRE ● COLORADO ● DRESDEN ● ELBA ● GREATER MANCHESTER ● GRONINGEN ● HELMOND ● JOHANNESBURG ● LONDON ● MERSEYSIDE ● NEVADA ● PARIS ● RANDABERG ● SANDNES ● SOLA ● STAVANGER ● STUTTGART ● TURKU cover.indd 1 31/05/2019 15:00 Position yourself on the road with our expertise

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www.gnss-consulting.com blankth.indd 40 28/05/2019 11:35 At the end of the tightrope Foreword Karen Vancluysen posits the theory that it’s going to take more than a seismic modal shift to change the culture of mobility. It’s time to start thinking differently

“ his Spring I had the pleasure of moderating a explores the unique Dutch cycling culture. Regular panel debate for an evening event that bridged cyclists as well as researchers and architects give Ta Polis Working Group meeting with a CEDR their personal perspective on why they cycle. What Conference on the multimodal transport system. becomes evident is that the Dutch themselves see Is it nothing KAREN VANCLUYSEN, POLIS Among my panelists was Pascal Smet, the Minister nothing special about cycling as it is so mainstream less than a for mobility and public works of the Brussels Capital that the choice to cycle is barely reflected upon. region. Brussels is an active Polis member and the change of As the individual reasons as to why cycling is the hometown of our network secretariat. culture that is preferred mode of choice was unpacked, we began to We spoke about the importance of multimodality for needed to see perspectives that diverge from the usual mentions sustainable transport; about the role of infrastructure achieve a more of health, environment and economy. Words such as for modal choice; about how far we have come in the sustainable “meditation” and “therapy” intermingled with reports urban mobility transformation and whether along the of increased creativity, happiness and reduced absen- transport way we have always kept the user in mind along with teeism from work. Most importantly, cycling aligns with policy goal or expert views. system? the central pillars of Dutch culture that include egali- To achieve a more sustainable transport system the tarianism, inconspicuous consumption and freedom. human factor, in addition to infrastructure and tech- Is it nothing less than a change of culture that is nology, gets increasing attention. This represents a needed to achieve a more sustainable transport system? careful balancing act for policy makers between the To quote Pedro Gouveia from the city of Lisbon, after he needs of the individual user, societal needs, economic watched Why We Cycle with us: “The physical environ- needs and the urban environment. Some say that the ment shapes behaviour. Repeated behaviour is: culture. era of the automobile has peaked but is the urban So we, as local authorities, have a huge tool in our hands space adequately equipped to meet the needs of the that is: infrastructure.” population as well as society? Along with the benefits The cover of this issue of Thinking Cities very neatly of redefining and reallocating street space in a multi- sums up the balancing act that cities are having to per- Karen modal system come possible new political problems form. Many of the articles that follow touch upon the Vancluysen in terms of fighting for that space and balancing the is Secretary concept of finding the perfect balance between not only needs of all societal stakeholders. General of the wide variety of mobility options and transport modes We all know that the way we look at things is a mat- Polis available to us, and how they are delivered, but also ter of perspective. We can call ourselves experts or between varying degrees of practical sustainability. kvancluysen@ policy makers, but what about the users, which ulti- polisnetwork.eu mately, we are as well? We have to consider the user view at all times. This is not necessarily the same as doing what the user is asking for however, as individual wishes and societal needs are not always aligned. Reducing pollution and congestion, as well as improving safety, unavoidably require a combination of car- rots and sticks, of incentives and interventions which may not be very popular at first. At one point Minister Smet said: “Sometimes, you have to make people happy against their will. You have to stand against the storm, swim against the tide, and at some point, change is happening and people will say ‘It’s good!’” Later in the evening of the aforementioned event, we watched the Dutch documentary Why We Cycle, which Credit: VK.com/Piterskii_Punk_Wall 1

01 Foreword.indd 1 31/05/2019 13:05 CONTENTS Volume 6 Number 1 • June 2019

A Thinking Highways publication published by H3B Media Ltd in association with Polis 06 18 30

Brussels: Interview with Pascal Smet. Amsterdam: Reducing the car’s urban Green Retail: Walking and cycling can Minister of Mobility and Public Works footprint, creatively and inclusively also have positive effects on business of the Brussels Capital Region 10 22 34

Groningen: Interview with Deputy Active Mobility: Do you really need to Stuttgart: How banning diesel will Mayor Philip Broeksma drive to the airport? Why not cycle… improve the quality of life 14 26 38

Paris: Using mobile sensors to Johannesburg: Whatever became of Antwerp, Elba & Turku: Three ready- generate dynamic, full-scale mapping the city’s cycle lanes? made marketplaces for MaaS of outside air quality levels in urban areas

Want more about transport issues concerning smart cities and regions? Additional content, audio and video available online at .com

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Traffic Management: How cities can Basel, Dresden & Greater Bilbao, Stavenger-Sandnes, Arnhem- maximise the future technology Manchester: The winners of the 7th Nijmegen & Helmond: Small-to- benefits EU SUMP Awards medium cities with big ideas 48 68 86

London: Tackling our cities’ biggest ISAAC: Understanding user needs in a Trust: The essential building block of challenges using vehicle journey data multimodal transport system a sustainable city

I think that people 52 74 now understand

MAVEN: The challenges and BLEUN: Bluetooth Low Energy Urban that the reason perspectives of automation in an Networks explained urban environment we want less cars in the city is all about the quality of life and the 58 78 quality of air Urban Mobility: The future of our Cheshire & Merseyside: Developing cities depends upon it… resilient communities in England’s North West

Editor-in-Chief Thinking Cities is published by H3B Media and Polis - ISSN 2054-9024 H3B Media Group Headquarters Kevin Borras ([email protected]) Thinking Cities is published by H3B Media, 15 Onslow Gardens, Wallington 15 Onslow Gardens, Wallington, SM6 9QL, UK Tel +44 (0)20 8254 9406 Secretary General, Polis SM6 9QL, UK and Polis, rue du Trône 98, B-1050 Brussels, Belgium. This edition is distributed in Europe/RoW by Asendia and in the USA by Asendia email [email protected] Karen Vancluysen ([email protected]) +32 (0) 2 500 56 70 www.thinkingcities.com Art Editor USA, 17B S Middlesex Ave, Monroe NJ 08831. Periodicals postage paid New Join the Thinking Highways and Thinking Cities LinkedIn groups at Ed Miller Brunswick, NJ and additional mailing offices. POSTMASTER: send address linkedin.com and follow us on Twitter at thinkinghwys changes to Thinking Highways, 701C Ashland Ave, Folcroft PA 19032. Editorial Team Polis – Cities and Regions networking for transport innovation Kevin Borras, Karen Vancluysen, Alessia Giorgiutti, Dagmar Köhler, Although due care has been taken to ensure that the content of this rue du Trône 98, B-1050 Brussels, Belgium Francesco Ripa publication is accurate and up-to-date, the publisher can accept no Contributors to this issue Tel +32 (0) 2 500 56 70 liability for errors and omissions. Unless otherwise stated, this publication Fax: +32 (0) 2 500 56 80 Richard Adams, Francisco Aletta, Heather Allen, Giorgio Ambrosino, has not tested products or services that are described herein, and email [email protected] Jade van Blerk, Philip Broeksma, Gerald Brugman, Pasquale Cancellara, their inclusion does not imply any form of endorsement. By accepting www.polisnetwork.eu Filiz Çatalgöl, Benson Chan, Marion Deveycx, Ana Dragatescu, advertisements in this publication, the publisher does not warrant their Follow Polis on Twitter: http://twitter.com/Polisnetwork Saverio Gini, Alessia Giorgiutti, Simone Haug, Lisa Jones, accuracy, nor accept responsibility for their contents. The publisher Katya Kishchenko, Dagmar Köhler, Elah Matt, Janaaki Momaya, welcomes unsolicited manuscripts and illustrations but can accept no H3B Media North America Thomas Mourey, Marius Nicolescu, Ondre Pribyl, Francesco Ripa, liability for their safe return. 1960 Gallows Road, Suite 220, Klaas Rozema, Pascal Smet, Patrick Son, Janet Ubido, Roope Virta, Vienna, Virginia 22182-3827-99 USA Jaap Vreeswijk, Sarah-Jayne Williams © 2019 H3B Media Ltd/Polis. All rights reserved. Tel +1-703-893-0744 email [email protected] Subscriptions, Circulation and Accounts Kerry Hill ([email protected]) The views and opinions of the authors are not necessarily those of H3B Media Latin America H3B Media Ltd or Polis. Reproduction (in whole or in part) of any text, Rua Princesa Isabel, 94, conj 112, Group Content Director photograph or illustration contained in this publication without the Brooklin, São Paulo – CEP 04601-000, Brazil Kevin Borras written permission of the publishers is strictly prohibited. Tel +55 11 5095 0096 Group CEO Printed in the UK by Manson Ltd email [email protected] Luis Hill ([email protected]) Visit thinkinghighways.com for Thinking Cities’ BPA Worldwide-audited sister titles, Thinking Highways Europe/Rest of the World, Thinking Highways North America and Tolling Review

02-04 Contents.indd 4 31/05/2019 14:15 Senior transport officials from forward-thinking cities around the world discuss their plans for the future and how they are addressing the mobility issues that matter most to their citizens. Cityview o Pascal Smet, Brussels Cityview o Philip Broeksma, Groningen

Dividers.indd 5 31/05/2019 09:46 Urban hymns

Polis’ project officer Pasquale Cancellara talks to Pascal Smet, Minister of Mobility and Public Works of the Brussels Capital Region for Thinking Cities

ow would you describe the massively, €6.2 billion, in public trans- that we need to support more cyclists overall state of urban mobil- port. But we are not there yet. There and pedestrians. So, I think we are in Hity in Brussels? What are the is a lot of work to do, because we are a good way now, but the main issue main challenges and trends at the coming from far: because for a long will be to keep on the same path after moment? time people here in Brussels were the elections and it is not going to I think we are in transition. We used even addicted to their cars, and now, stop because it is all something worth to be an exclusive city for cars, now for the very first time over the past fighting for. we are transforming into a city for couple of years you can see there is a There are still too many cars: it’s people: we are doing that by demol- change of mood in the city. a double explanation. There is still ishing fly-overs, we are doing that by People now understand that there too many people, who are living in transforming urban highways and are too many cars, that we have to do Brussels and use the car for short urban boulevards; we are making something about them, that we need distance trips (less than 5 kilome- squares car-free, we are constructing more space for pedestrians and more ters). However, they are not the main dedicated cycle lanes, and investing space for cyclists; they understand “main” problem. The main problem 6 thinkingcities.com

Brussels Smet.indd 6 31/05/2019 11:01

Photos: Frédéric Le Lan/ CdA La Rochelle La CdA Lan/ Le Frédéric Photos: states that between 20,000 and 26,000 automated vehicles can replace all CItyview the cars in Brussels. That would be a major change, a completely different way to look into the city, and that is the reason why we are now preparing people to that, in order to promote car sharing like Drive Now, e-scooters, and e-bikes. We have also seen Jump, with its electric free-floating bicycles, arrive in Brussels. As “we are a little bit hilly” for biking, these Jump bikes PASCAL SMET, BRUSSELS are a major game-changer: one day people use them to go uptown too. We have to free space, step by step, from cars, and convince people to share cars, because that is the future. And, for the short-distances, there will be the trottinettes (e-scooters) and bikes.

People in Brussels were addicted to Recent research says that air pollution is killing 800,000 people a year their cars but over the past couple of in Europe. Brussels has recently launched a Low Emission Zone (LEZ) years you can see there is a change of programme – what are its main fea- mood in the city tures and what kind of impact do you expect it will have on the whole is the commuters who are coming eternally late due to the time that is Brussels Region? Which other mobil- into the city with their own individual taking to build a suburban commuter/ ity measures do you think can be car: they do not share their cars, and rapid transit system like the Parisian taken to fight climate change and Urban hymns consequently there is a very inefficient one] is federal, and the status of com- improve air quality for all? use of road capacity. pany cars, which has also a major I think that people now understand Since the 50s-60s cars were effect on the total number of cars we that the reason we want less cars in seeped into the city, but you can’t do have in the city, is federal as well. To the city is all about the quality of life something like that anymore. Indeed, be fair, we do not have all the compe- and the quality of air. For the last few we are still dealing with that phenom- tence but, within our competence, we months citizens have clearly made enon. So this is is what we are now are changing the paradigm and I think the link between car use and air qual- doing: we have to convince commut- that what we are doing is extremely ity, therefore low emission policies ers that they should not come by their important. are becoming more and more easier individual cars and therefore should to implement: it took some time to rather using carpooling or taking pub- How do you see the role of private decide it on a political level, but once lic transport. Biking will eventually be cars in Brussels today and in the it was decided there was not diffi- an efficient way of commuting as well, future, particularly in relation to cult. I think we should speed up the but that will take some more time. But alternative and more sustainable decisions regarding which cars are of course, all this is mainly a federal modes of transport such as walking, allowed to access the city and drive in competence - Belgium is a bit compli- cycling, car sharing, carpooling, etc.? it; at the beginning, this process had cated as a country in terms of politics In the long future cars will disap- been fairly slow, but now it is going a – but also the fiscality of the mobility pear. I am really convinced that one bit faster, and I think we can actually and the living conditions are federal: day we will live in a city where there speed it up a bit more. the RER, Réseau Express Régional will be no individual, privately owned We have also to embrace the prin- or Réseau Eternellement Retardé [in cars. They will be replaced by auto- ciple that there will be no more fuel English this translates as Network mated vehicles. We have a study that cars in Brussels by 2030: only electric, 7

Brussels Smet.indd 7 31/05/2019 11:01 or gas, or hydrogen. There is still a debate with the sector, so I think that it will be a major challenge for the next government. It will also be a major challenge to electrify the bus fleet, as we also know that that will cost €1.2 billion! For now, we are only buying hybrids and electric buses, but I think that in the future we will exclusively buy electric buses. So, to be fair, the Low Emission Zone (LEZ) programme is only one of the measures we are introducing. The thing that is missing right now, and I think we really should do it although it is not my competence and I am just trying to work together with my col- leagues, is to get measurements of air I am really convinced that one day quality everywhere in the city, because people do not realize the problems we will live in a city where there will related to bad air quality. be no individual, privately owned I think that when they will be in the Petite Ceinture, in Schuman, in cars. They will be replaced by the Sablon, or wherever, and they will see in real time the air quality automated vehicles measurements, they will wake up. I think that is something that is very recognized our welcoming approach create in Brussels our new Traffic urgent. We must get, like Barcelona and since then they all want to come Center, and we will integrate public did, real-time and app-accessible to Brussels. They did not want to transport by dispatching traffic lights measurements of air quality every- before and I am happy about that. and traffic in general, as well as all the where in the city. Secondly, there will be a big change data of these operators. That is how in Brussels with Mobility as a Service we will finally start to manage traffic Brussels is an active member of (MaaS). Of course, with that, there will in Brussels. We are going to renovate the Polis network, where cities be more private operators, therefore a new building which will then be used and regions look at how innovative I think it would be very important for to change all the software systems, solutions can help them to address public authorities to get inside the too. Between now and two years time urban mobility challenges. Many algorithms. Indeed, if private opera- there is going to be a big change. innovations are coming our way, at tors use applications with algorithms, a very fast pace and all at the same we should be sure that what we are When working on improving time. It is also no longer the pre- proposing to our citizens is really Brussels’ mobility, which are the cit- serve of only the public sector to meeting their interests and not the ies in Europe and in the world that offer mobility services and the lines interest of the providers. inspire you the most, and how do you between public and private are blur- I will give you an example: if we see the role of politicians in leading ring. Electrification, automation, the book a car though an app, but the the transformation in transport? micromobility revolution, shared application itself is made by a car I think the role of politicians is very mobility services, and so on. How are rental company, the debate on neu- important because they need to have you making use of these emerging trality would be on because of course a vision and an ambition. In my case trends to reach your policy goals? they would try to propose you the car I would like to have a “One Brussels” First of all, we are including it and we as a transport solution. That is what with one ambition and one vision and made a new law for us to become a happened in Los Angeles and other not 19 different municipal visions. This welcoming city through these micro- cities where people started discuss- is essential to convince people to give mobility solutions. New companies ing these algorithms. Big change will the same message. This is why it is so offering new micromobility services come in the next two years, as we will complicated in Brussels, because we 8 thinkingcities.com

Brussels Smet.indd 8 31/05/2019 11:01 as a Region say something but then are all different so you cannot just where we should have included since municipalities can say something copy from one to another - you have to the beginning all the streets where we CItyview else and so the message of the public take the best practice and try to adapt want to make cycling lanes, because authorities are not in unison and you it in some way to the local context. now we get too many discussions with need in unison messages to convince the municipalities, politicians and the people, so I really believe that the role If you had to take stock and assess government who don’t want to get of politics is essential. your mandate as Minister of Mobility rid of parking space and car lanes In all modesty, what I am doing in and Public Works of the Brussels whereas it’s necessary in some cases. Brussels is not easy. I was working Capital Region in these past five So that is what I would have done dif- on a long-term, changed position, years, what do you consider your ferently: getting all in there right from I was hit a lot but now people like greatest successes and achieve- the beginning. it and that’s also as a politician you ments? Is there something that you PASCAL SMET, BRUSSELS have to believe what you are doing would have done differently? If you were re-elected, what would and to explain it and continue and stay The big success is the cycling lanes all be your top priorities to improve focused, but in the end it will be good along the Brussels small ring (Petite Brussels’s mobility? when it’s a good project. Ceinture/Kleine Ring) that is going Consolidate the Traffic Centre, keep That’s what happened with tram 8 to be a psychological change when reducing space for cars and building a and 9, the transformation of squares it is finished in two years, because in lot more dedicated bike lanes. and the people are very happy now, Brussels if you are implementing a whereas at the beginning they were cycling infrastructure such as this one not welcoming these transforma- you first have to do work on the gas tions. And so, I take several cities as and sewer system, the water pipes, an example. Vienna is a good exam- etc. Consequently it takes quite a lot The role of ple, they have done great things; of of time but when it’s finished in two course, Amsterdam, when you are years it will be a major change. It will politicians is very going to take out all the cars from be the first time where we are really important because the city centre; even Madrid lately, or taking space away from cars and giv- Copenhagen for the cycling but that’s ing it to cyclists and pedestrians. they need to have easy to say. So, I think there are many What I would have done differently cities that inspire our work. But cities concerns the government agreement a vision and an ambition. In my case I would like to have a “One Brussels” with one ambition and one vision and not 19 different municipal ones

FYI Pasquale Cancellara is Project Officer at Polis [email protected] www.polisnetwork.eu

Brussels Smet.indd 9 31/05/2019 11:01 The next Groningen Francesco Ripa talks to Groningen’s Deputy Mayor, Philip Broeksma, about how the past is informing the future

brilliant mix of medieval build- Netherlands. Founded around 950 AD, Mobility at the City of Groningen, to ings and breath-taking modern the city with a turbulent past is betting discuss the city’s current plans and Aarchitecture. A fort-shaped heavily on sustainability and innova- ambitions in terms of mobility. wall around the city centre, conceived tion to secure itself a bright future. A few years ago, Groningen to underline the city’s commercial This year, Groningen is hosting started a process of strategic think- strength and protect it from attacks. A the sixth edition of the European ing on how to manage the city’s university dating from the 17th century Conference on Sustainable Urban expansion in a sustainable way. A that started as a centre for religious Mobility Plans, a yearly confer- document called “The Next City” education and now attracts students ence supported by the European sets out Groningen’s vision for 2030. from all over the world. And bicycles, Commission. of course. A lot of bicycles. For the occasion, Thinking Cities Thinking Cities (TC): Deputy Mayor It’s Groningen, a city of roughly sat down with Mr Philip Broeksma, Broeksma, what does the Next 200,000 inhabitants in the Northern Deputy Mayor for Transport and Groningen look like? 10 thinkingcities.com

Groningen.indd 10 31/05/2019 11:04

Photos: Frédéric Le Lan/ CdA La Rochelle La CdA Lan/ Le Frédéric Photos: Deputy Mayor Broeksma (PB): ‘The Next City Groningen’ addresses CItyview the five challenges the city faces: facilitating growth, with 20,000 new homes needed and 15,000 new jobs; accelerating the energy transition

to become CO2-neutral; and staying an inclusive city with opportunities for all people. The central theme is quality of life. This is also a theme in the new municipal coalition agreement, “Healthy, green and happy GRONINGEN Groningen”. Groningen has always been a compact city and the Next Groningen will remain compact in the future, too. We are planning to build the new homes inside the city, mainly redeveloping former industrial areas. This will stimulate walking and cycling and prevent unnecessary Groningen has always been a compact car trips. The countryside will stay green and open, providing a great city and the Next Groningen will remain way for recreation and sustainable agriculture. The city has also taken compact in the future, too. We are great steps to become CO2-neutral planning to build the new homes by 2035, for example by providing renewable energy (heat and elec- inside the city, mainly redeveloping tricity) instead of natural gas to homes and companies. former industrial areas

TC: What role does sustainable urban TC: What is Groningen doing to com- number of parking lots and increas- mobility play in Groningen’s 2030 ply with EU climate standards in ing the amount of parking lots for

strategy? terms of curbing CO2 emissions and shared vehicles. Everyone with an PB: Sustainability is one of the key reducing traffic? electric car can opt for a free pub- elements of Groningen’s strategy PB: Our ambitious goal is to have a lic charging point near their home.

‘The Next City’. To facilitate growth CO2-neutral and emission-free traf- To create more space and a healthy and stay a compact city, a sustain- fic system in our city not later than environment in the city centre, the able and emission-free urban trans- 2035. That is why we stimulate walk- city also plans to enforce zero-emis- port system is essential. We’re ing, cycling and public transport. sion city logistics by 2025, as a step achieving this by following the hier- Almost all buses will be powered up towards a complete zero-emis- archy of modal transport: walking by green electricity or green hydro- sion inner city by 2030. and cycling come first, followed by gen from December 2019 onwards,

stimulating and facilitating public reducing their CO2 output by a vast TC: Groningen is home to a vibrant transport. 90%. From 2023 all the school taxis academic and innovation community. On the bottom are motorised vehi- and most of the regular taxis will How does the city benefit from the cles such as cars and trucks. The be emissions-free. Most of our own cooperation with knowledge institu- results of this policy and approach vehicles (cars, vans, garbage trucks, tions and innovative start-ups in the is that in Groningen more than 60 etc.) will be emissions-free by 2025. mobility sector? percent of the inner-city movements We are creating more public space PB: In late 2018, the province are done by bicycle. Therefore, in the city, for example by expand- of Groningen, the municipality of Groningen already has in base a ing the car-free zone (which is Groningen and the University of fairly sustainable system. already quite large) and reducing the Groningen, the Hanze University 11

Groningen.indd 11 31/05/2019 11:04 of Applied Sciences and Noorderpoort signed a letter of intent The 6th Conference on Sustainable Urban Mobility Planse to work towards the establishment The mobility experts, practitioners and decision-makers that will of the Mobility Innovation Center gather in Groningen at the 6th Conference on Sustainable Urban (MIC). In this centre, unique to the Mobility Plans will have the privilege to experience first-hand the Netherlands, these parties and busi- result of Groningen’s approach to sustainable urban mobility. ness life will collaborate in the field The sixth in the series of EU-backed conferences on Sustainable of smart, sustainable and innovative Urban Mobility Plans, or SUMPs, this year’s edition in Groningen mobility. The opening of the centre is will focus on Planning for sustainable and active cities. A highlight expected in the middle of 2019. of the event will be the debate on the revised SUMP guidelines, a document that will guide local authorities through the SUMP process TC: Groningen is now widely known in the framework of an ever-changing urban mobility landscape. as a great city for cycling, but it has not always been like that. A crucial shift towards cycling as a means of transport happened in the 1970s, when car access to most of the city centre was restricted. How did that happen? PB: The implementation of the Traffic Circulation Plan (TCP) in Groningen was done more than 40 years ago. In the 1960s and 1970s the number and use of cars grew dramatically, also in Groningen. To accommodate this growth, Groningen made plans for breakthroughs and the demoli- tion of houses and even whole housing areas. However, things changed with the 1972 elections. The new left-wing city council made an alternative plan, the Traffic Circulation Plan, or TCP. The main goal of the plan was to decrease the car traffic in the city, especially in the city centre, and to stimulate the use of bicy- The main goal of the plan was to cles and buses. One of the most important con- decrease the car traffic in the city, ditions for the implementation of the plan was the realisation of two especially in the city centre, and to bypass roads: one existing bypass stimulate the use of bicycles and buses road circumventing the inner city, the Diepenring, was needed for the accessibility of carparks, and centre. The Vismarkt and the Grote a new bypass road was needed for Markt are the heart of that city cen- FYI through-traffic. tre and the heart of the four sectors. Philip Broeksma is The second condition was the Many streets were turned into one- Deputy Mayor for Traffic development and building of new car way streets, making little circuits. and Transportation at parks around rather than within the After the Traffic Circulation Plan, the City of Groningen. city centre, with the aim to reduce cars still could go to the city centre, Francesco Ripa is the number of cars. but couldn’t go through it anymore. Communication and The four sectors were chosen Of course, these boundaries don’t Project Officer at Polis. regarding the lay-out of the city exist for cyclists.” 12 thinkingcities.com

Groningen.indd 12 31/05/2019 11:04 This section looks at the impact that urban and regional mobility has on the environment and on health, and how the adverse impact can be reduced Environment and

o Paris Health Environment o Amsterdam and Health o Soft Mobility o Johannesburg o Green Retail o Stuttgart

Dividers.indd 17 31/05/2019 09:46 To visualise the invisible: air quality mapping goes mobile on the streets of Paris Valeo is taking its expertise in air quality detection for passengers and putting it to good use for citizens. The automotive supplier is using mobile sensors to generate dynamic, full-scale mapping of outside air quality levels in urban areas. For 28 weeks in Paris, the company equipped a fleet of 20 vehicles to track and transmit data in real time, compiling more than 28 million pollution data points and covering 80% of Parisian streets. Marion Deveycx reports

14 thinkingcities.com

Valeo.indd 14 31/05/2019 14:47 Health in Transport ir Quality has been catapulted thus contribute to reducing atmos- Environment and to centre stage as one of pheric pollution on peak-pollution AEurope’s primary concerns days. for urban living. A large majority of Europeans believe that air pollu- CURRENT AIR QUALITY INDICES tion is the most alarming environ- Today France has its own Air Quality mental issue we face. Likewise, the Index, reinforced by the European European Commission is addressing Air Index, called “CITEAIR, which health risks associated with atmos- both communicate pollution levels to pheric pollution through increased the public. But existing models have regulatory pressures on European certain limits, as they are based on states and local authorities. static monitoring stations and on an PARIS To meet these challenges, authori- average estimation of pollution lev- ties in Paris have taken significant els over a given time period (1 hour measures, like creating the Crit’air in Paris). programme, which restricts authori- zation to vehicles to drive within MOBILE MAPPING WITH city limits based on their air-quality VALEO SENSORS label. The objective is to convince As a global leader in air qual- drivers to use cleaner vehicles and ity management, Valeo anticipates

Valeo’s dynamic pollution mapping; spots represent each vehicle during the proof of concept in Paris

What is an Air Quality Index?

An Air Quality Index (AQI) is a model used by local authorities to forecast pollution levels, so that the public can take necessary precautions to protect themselves during pollution peaks. The higher the AQI index, the more dangerous pollution levels may be. Different regions around the world have their own air quality indices, according to different national air quality standards. The AQI can increase due to a number of reasons, including an increase of air emissions, or a lack of dilution of air pollutants, such as stagnant air due to high temperatures or low wind.

Valeo.indd 15 31/05/2019 14:47 Close-up of a vehicle’s data tracking; the colour variations in the sensor track show different air quality levels measured at street level

long-term needs by developing inno- of pollutants, which aggregates both of several pollutants needed to accu- vative technical solutions for today’s data from the existing stations and rately assess air quality: fine par- growing emission reduction ecologi- from Valeo’s own air quality sen- ticles (PM2.5, PM10), sulphur and cal challenges. sors. This forms a detailed mapping nitrogen dioxide, ozone and carbon The company decided to put its grid based on high-frequency data monoxide. expertise to work through a public- collection. Data concerning traffic estimates, private initiative, conducting a proof weather forecasts and pollutant of concept in which 20 electric vehi- A PRECISE AIR-QUALITY emissions are first pulled together to cles were equipped with sensors to INDEX IN REAL TIME generate a base mapping. The data collect air quality data throughout To develop its High Definition provided by Valeo mobile sensors the streets of Paris. Pollution Map, Valeo teamed – transmitted every second – are Over the span of 28 weeks, these up with two leading partners. then used to complete and enrich vehicles crisscrossed Parisian EcoLogicSense, a TERA Group com- this database and refine the model- neighbourhoods, collecting and pany, co-developed the sensors, and ling in real time. Each vehicle can delivering real-time data on pollut- ARIA, specialised in the development thus deliver an instant mapping of ant concentrations in a hyperlocal- of modelling algorithms for atmos- the air quality surrounding it. And ized way. pheric environments, provided the since urban air quality can signifi- By using mobile sensors, Valeo’s mapping solution. cantly vary within a short distance model is able to generate a dynamic and short time frame, instant mobile and highly accurate monitoring of HOW IT WORKS monitoring means a more precise air quality in real time. The experi- The Valeo sensors are positioned at view of which areas are most or least ment also gained a more precise the air-intake level of the vehicle in impacted. and dynamic understanding of how order to meet functional and opera- Valeo is now leveraging minia- air pollution develops, concentrates, tional constraints – such as extreme turisation technology to fine-tune its appears and disappears. heat, vibration and humidity – and sensors and plans on bringing the The sensors embedded in the fleet thus allow for the development of technology to the market by the end enable Valeo to build an “Air QuaIity mass scale production. The sensors of 2020. The technology can be inte- Index” covering an exhaustive range provide the precise measurements grated into a wide range of vehicle 16 thinkingcities.com

Valeo.indd 16 31/05/2019 14:47 Health in Transport types for a number of mobile appli- Environment and cations, including taxis, buses, tram- Valeo 2019 ways and small electric cars. Valeo is an automotive supplier, partner to all automakers worldwide. As a technology company, Valeo proposes innovative products and systems MOBILE AIR QUALITY that contribute to the reduction of CO2 emissions and to the development APPS FOR URBANITES of intuitive driving. In 2018, the Group generated sales of 19.3 billion The benefits of air-quality mapping euros and invested 13% of its original equipment sales in Research and will extend far beyond regulators Development. At December 31, 2018, Valeo had 186 plants, 21 research and car manufacturers. Valeo plans centers, 38 development centers and 15 distribution platforms, and to share this real-time information employed 113,600 people in 33 countries worldwide. Valeo is listed on with everyday urbanites as well. the Paris stock exchange and is a member of the CAC 40 index. This will likely come in the form of a Valeo Thermal Systems is one of Valeo’s four Business Groups. The PARIS mobile app that combines air-quality strategic objectives of the Thermal Systems Business Group are tracking with other metrics that can three-fold: reduce harmful emissions from vehicles with internal impact passenger itinerary choices, combustion engines, increase driving range and battery life for hybrid such as traffic incidents, conges- and electric vehicles and promote passenger health and well-being. tion and roadwork. By merging all this data together, the app proposes alternate routes, thus limiting the may also incite communities to con- peaks or implementing new, dynamic exposure of users – pedestrians, sider corrective adjustments to traffic-management tools. cyclists and drivers – to excessive improve air quality in particularly Based on the results of the Paris pollution. sensitive areas for pedestrians, such study, other European cities are as schools, parks and bike paths, expressing strong interest in the ADDRESSING THE CONCERNS OF and monitor the real-time impact of Valeo solution. In the near future, as LOCAL COMMUNITIES these adjustments. people look to technology and intelli- To further transform technological Ultimately, it’s all about having the gence to live healthier lives, Valeo is innovation into concrete actions for tools and data necessary to make the ideally positioned to make the invis- communities, Valeo is keen on work- right strategic planning decisions in ible aspects of pollution visible to ing with other cities and authorities terms of urban mobility, whether it be everyday citizens. – notably, the European Commission deviating certain – to leverage substantial results in routes, flexing terms of air quality monitoring in public transpor- large cities. tation according Findings from this Proof of Concept to local pollution

FYI Marion Deveycx is Air Sample of Valeo’s air quality Quality Director at Valeo app proposing alternative Thermal Systems “clean air” routes 17

Valeo.indd 17 31/05/2019 14:47 he Frans Halsbuurt, a 19th century inner-city neighbor- Thood in Amsterdam, is char- The Amsterdam acterized by its narrow streets. Yet, despite the scarce public space, parked cars occupy a great share approach of the available space. Although this dominance of cars already activated Gerald Brugman and Filiz Çatalgöl on being creative, residents to protest for change as early as in the 1970s, the car stayed a innovative and inclusive in reducing the footprint of the dominant player in the streets during car in Amsterdam the decades that followed. A second 18 thinkingcities.com

Amsterdam.indd 18 31/05/2019 11:05 Health in Transport In a growing and increasingly popular Environment and city like Amsterdam, there is simply not enough space to accommodate bicycles, pedestrians, public transport and cars simultaneously

removal of all 600 on street parking time for decisions, in which we prior- spots (with the exemption of disabled itize pedestrians, cyclists and public parking, cargo spots, and space for transport, and in which Amsterdam AMSTERDAM shared car systems). This resolution reduces car traffic”.2 was adopted, and the city govern- The city government tries to free ment has taken a great leap forward up space to play and recreate. This to realize their ambition of a more does not imply a ‘carexit’. It is realis- traffic-calm Amsterdam’s city cen- tically acknowledged that a city can- tre. In this article we elaborate on not function properly without cars. the ambition to reduce car traffic, The ambition respects the position discussing the Agenda Amsterdam of residents and visitors with spe- Autoluw and the ‘Amsterdam cial needs, elderly, certain entrepre- approach’ to realize this ambition. neurs and the role of city logistics. However, the self-evidence of private THE AGENDA AMSTERDAM cars and car traffic is being ques- AUTOLUW tioned. In a growing and increasingly Amsterdam is more popular than popular city like Amsterdam, there is ever, with a yearly growth of 10,000 simply not enough space to accom- residents per year since 2008 and an modate bicycles, pedestrians, public all-time high number of visitors (from transport and cars simultaneously.3 11 million visitors in 2005 to 18 mil- The reduction of cars in the city is lion visitors in 20161). The population not a new phenomenon. Significant is expected to reach 862,987 in 2019. steps have been taken since the After a brief pause during the financial 1980s. One of the biggest measures crisis of 2008, the economy is buzzing was the implementation of parking and the city is growing rapidly. fees in 1964. In recent decades traf- This popularity comes with a cost, fic-calming was realized by creating putting pressure on Amsterdam’s park & ride hubs on the city outskirts housing market, mobility and public and discouraging go-through traf- space. Especially in Amsterdam’s fic in the city center by designing historical city center, with its world ‘cuts’ in the traffic circulation. More famous canals, the increase in peo- recently, traffic-calming measures round of civic initiative has taken ple and traffic threatens the livability are realized by redesigning some place and change is now around the and accessibility of public space. high-density mixed shopping and corner. With the election of a new city residential streets, in which the With the opening of a new under- government in 2018, the College of car now plays a less dominant role. ground parking facility in 2018 on Mayor and Alderpersons presented Currently, a bike street is under con- the border of the Frans Halsbuurt, ambitious approaches to protect the struction, forming an inner-city ring Amsterdam’s city government aimed city’s quality of life. One of the sug- road where bikes are the main user to cut 273 of the 600 on-street park- gested policy agendas promotes a and cars are ‘guests’. ing spots. Some local residents and new vision on mobility, implement- The city is continuing this line of business owners asked for higher ing so-called ‘autoluw’ (roughly pursuit with future measures. The ambitions, which resulted in three translated, ‘fewer cars’) measures new direction will be captured in the council members to call for a full to safeguard the city’s livability: “It is Agenda Amsterdam Autoluw, a long 19

Amsterdam.indd 19 31/05/2019 11:05 term policy currently designed and THE (INTER)NATIONAL JOURNEY collect insights from other Dutch expected to be presented to the City OF THE AGENDA AMSTERDAM and European cities. In visits to Council for approval in the Fall of AUTOLUW PROCESS Groningen, Utrecht, Den Bosch, Den 2019. The Agenda will consist out of To design a long-term sustain- Haag, Hamburg, Oslo, Copenhagen four pillars. The first pillar is aimed able policy such as the Agenda and Munich, a wide variety of experts at “choosing clean, healthy and Amsterdam Autoluw, Amsterdam and interests groups were inter- shared transport”, with multiplying aims to include as much expertise viewed. The most important lessons the growing trend among employers as possible, not only from policy that emerged from this empirical on introducing alternatives modes of experts, but also by including the research will function as inspiration transport to their employees. The city voice of the public. What character- for the Agenda. aims to increase investments, in side- izes the Amsterdam approach is the Of course, knowledge exchange is walks, ‘bike streets’ and public trans- reciprocal acquirement of knowl- never a one-way street. Therefore, port, in both the city and the region. edge and creating a dialogue on sev- the City of Amsterdam organized an The second pillar focuses on eral levels: both local, national and international expert meet-up that “creating and utilizing space” for international as well as online and took place from 13-15 February pedestrians, including people with offline. 2019. Experts from the Netherlands special needs, cyclists, public trans- Cooperating closely with poli- and abroad gathered, together with port, greenery, and room to play and cymakers in the field of car traffic policy makers of Amsterdam, to recreate. reduction and inner city livability, share experiences and practices This includes the ambition to elim- the City of Amsterdam has collected with traffic-calming measures. inate 7000 to 10.000 parking spots. experiences and practices from A direct outcome of the meetup The third pillar acknowledges the other Dutch cities and abroad. was the creation of new connec- conditionality of these measures, To make sure Amsterdam builds tions and the formulation of several aiming for a good fit between pro- on best, and worst, practices from key lessons on the importance of posed measures and specific areas other cities with similar challenges, stakeholder-management, framing, in the city. The fourth and final pillar the director of traffic and pub- alternatives modes of transport, the aims for state-of-the art techniques lic space asked a group of train- application of a holistic approach and for effective law enforcements. ees of the City of Amsterdam4 to behavioral interventions. Sharing

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Amsterdam.indd 20 31/05/2019 11:05 Health in Transport experience, knowledge and con- Environment and nections on an international level appeared to be of great value. The positive feedback of the participants showed it was not only valuable for Amsterdam but also for the other cities involved. Another very important trajec- tory in the process of designing the Agenda, and with the implementation of measures, is actively involving residents and entrepreneurs. AMSTERDAM The City of Amsterdam experiments with new approaches towards civic participation. In this case, ‘Amsterdammers’ were informed and asked to share ideas during public meetings. The dialogue is also facilitated online through the establishment of a digital platform where The international expert meet-up that took place in Amsterdam earlier this year citizens are encouraged to join the conversation on traffic-calming mat- Autoluw in the Fall of 2019. In the that should be maximally utilized ters and livability. meantime, many measures that when creating policy solutions or On a more micro level, involve- serve as input for the Agenda are interventions. ment of residents and entrepreneurs already implemented. This involves The City of Amsterdam is in the is currently in progress for the rede- a wide range of measures that can midst of this journey towards a more sign of the previous mentioned Frans be found on the website of the City livable future. The Frans Halsbuurt Halsbuurt. The starting point in the of Amsterdam5. Furthermore, a is a telling example of this ambi- process was to ask residents, during number of events have taken place tion: a traffic-calm area initiated and various meetings and with a door-to- to exchange knowledge, inspiration shaped by Amsterdammers. The door survey, how they prefer to be and experiences on a local, national road towards a livable and lovely city involved in the process. Based on that and an international level. The tra- is paved with many (more) creative, response the actual participation pro- jectory of involving the people of innovative and inclusive solutions cess was designed and outlined. So, a Amsterdam in the decision-making aimed at reducing the footprint of the ‘start’ before the actual start. process is also a significant part of car in Amsterdam. Since, as always, After that kick-off, policy-makers the Amsterdam approach. The city the journey is as spectacular as the shared the necessary requirements, is buzzing with ideas and knowledge final destination. followed by sessions, and again a door-to-door survey, for residents to NOTES collectively define the design princi- [1] “Amsterdam zou de drukte nu ples they find important. Next follows echt te lijf gaan – en, werkt het?” FYI the co-designing process, with resi- NRC, 20th of January 2018 [2] Coalition agreement “A new Filiz Çatalgöl and Gerald dents and urban designers co-creat- Spring and a new Sound”. City Brugman are trainees at ing the neighborhood’s public space. of Amsterdam, May 2018. [3] Website of the City of Amsterdam. the City of Amsterdam. 22nd of March 2019. ARE WE THERE YET? [email protected] [4] The traineeship of the City of [email protected] In this article, we have illuminated Amsterdam is a 2-year education and the Amsterdam approach towards training programme, which incorporates For more information contact: work experience for recently graduated creating a livable city by diminishing young professionals. During the pro- Evelien van der Molen, the presence of cars and introduc- gramme, the trainees carry out both process manager, Agenda ing traffic-calming measures. They individual as well as group assignments Amsterdam Autoluw aimed at various current urban issues. will be shared during the presen- [5] https://www.amsterdam.nl/ [email protected] tation of the Agenda Amsterdam en/policy/policy-traffic/ 21

Amsterdam.indd 21 31/05/2019 11:05 Step by step: getting to the airport sustainably Walking and cycling can certainly be a step forward towards a future of sustainable mobility in and around airports. Marius Nicolescu looks at how one EU project is pushing soft mobility forward

n many cities, active mobility (walk- regions want to join in and are looking located in the close vicinity of larger ing, cycling, etc.) is encouraged and at ways in which active mobility can dense urban areas. Take Geneva Iis one of the top options to relieve improve access to airports. Airport, for example, that is only 4km congestion and improve the citizens’ Indeed, taking a bike or e-scooter, from the city center or Poznan’s, quality of life. New active mobil- or walking to the airport while drag- which is 7km away. ity options such as e-scooters and ging a suitcase does not sound like In cases similar to Geneva and e-bikes are increasingly popular. At the most efficient method of reach- Poznan (and we can think of many the same time, more and more peo- ing the terminal. That is if you are others, especially smaller airports ple are leaving the car behind to use a in Paris or London. However, there around the continent), urban density bike on their daily commutes. Airport are some major European airports becomes a great asset to facilitate 22 thinkingcities.com

Airport soft mobility.indd 22 31/05/2019 12:35 Health in Transport active mobility. Yet, the main chal- In Poznan, for example, the regional Environment and lenge in these areas remains the lack of infrastructure to facilitate active Sustainable Urban Mobility Plan not only mobility. However, this is changing. aims at integrating the railway system LAIRA PROJECT – better but also connecting with the INTEGRATED ACTIVE MOBILITY INTO AIRPORT MOBILITY network of bicycle paths As part of an Interreg Central Europe project called LAirA (Landside Airport Accessibility), a group of airports and airport regions are looking at the best ACTIVE MOBILITY ways to alleviate CO2 emission and congestion from the many trips we all take to the airport. Although the next time you fly into a major European hub the chances are that you won’t be hopping on a bike to get to where you need to be, this can be different for the many people working at the airport or those with little luggage and a sense for adventure. In Poznan, for example, the regional Sustainable Urban Mobility Plan not only aims at integrating the railway system better but also connecting with the network of bicycle paths. The airport is offering bike docking facilities for employees and locals. Nearly 1 in 10 people travelling to the airport there come by bike or by foot.

CHALLENGES – SECURITY, INFRASTRUCTURE, COLLABORATION Yet, there is much work ahead. In many places, due to security concerns, as well as planning done with only road-based public transport in mind, it is virtually impossible to reach an airport by walking or cycling. As pedestrians are given stakeholders at the airport as well as employees and few passengers, more space in urban areas, cycle outside of the airport area. Outside need to know and be informed about paths are developed at an astonish- the airport area, depending on the the advantages of these new mobil- ing rate throughout European cities, administrative system of the country, ity options. A mindset change cam- reaching the airport by bike is some- the municipalities or other regional paign can come from companies on thing that active mobility can cer- coordinating entities play a key role the airport platform which should tainly contribute to. in planning, implementing and coor- encourage and incentivize this. How do we move forward on this? dinating actions which will make The challenge at the moment is active mobility accessible. A SOLUTION FOR EMPLOYEES two-fold. On the one side, develop- On the other hand, the people NOT PROPERLY COVERED BY ing joint active mobility action plans travelling to the airport, and in this PUBLIC TRANSPORT need coordination among several case realistically it will be mostly In many cases, airport employees 23

Airport soft mobility.indd 23 31/05/2019 12:35 drive to work because of odd work- Measures LAirA project recommends developing ing hours not directly correlated with efficient active mobility for airports the flights schedules, or because it is more convenient, as public transport Infrastructural development mainly connects city centres with airport terminals, and rarely is able • Revising existing urban development and master plans in the functional urban areas of the airport to facilitate the accessibility by active mobility modes; to provide a proper catchment areas for employees who may be from • Enhancing multi-modal transportation with special focus on active the surrounding rural areas. This mobility modes in regional and urban SUMPs / mobility plans; is where active mobility could be a • Building main infrastructure corridors (network integration) great solution, and with the advent of for cycling and walking in the direction of the airport. soft modes of transport that require less physical effort (like e-scooters Enhance existing infrastructural pedestrian and cyclist network and e-bikes), it can prove to be a life- Making the commuting easier and better is a key in changer for many people. making soft modes more attractive. This entails: It is indeed possible to imagine • Increasing safety along the roads and at crossings; a future with many more people • Improve the quality of roads thus increasing the comfort cycling and walking to airports, with of commuting (e.g. barrier-free transport); enough collaboration and infrastruc- • Give priority of equal chances to ‘soft’ modes (waiting ture development in those areas. The time at crossings, shortcuts, etc.), comfort of bicycle and focus of the LAirA partner airports is pedestrian roads, crossings (quality, waiting time etc.); getting increasingly into the cyclist • Allowing the use of active mobility and enhancing active mobility development. Without safe mobility infrastructure on airport grounds. and seamless bike road infrastructure cycling cannot flourish. In case the infrastructure exists other aux- Improving auxiliary infrastructure at the workplace iliary, but nonetheless, crucial infra- In some respects, human-powered modes may be less comfortable structural elements are necessary. when arriving to the workplace due to the required physical effort. These include proper bike facilities • Creating changing and shower rooms for supporting cycling habits at the air- employees and providing them lockers; port, such as safe storage facilities, • Establishing safe parking facilities for bicycles and scooters, changing and shower rooms. etc. at a convenient distance from the workplace; In all cases, the fundamental • Making all pedestrian roads barrier-free cyclist road infrastructure depends on the regional and local authorities. Awareness raising activities, promotion of active mobility modes However, indirect impact coming Promotion of active mobility modes and the lifestyle related to them. from the good relationship between These activities play a vital role in getting familiar with the use of these the airport and the other stakehold- modes, new improvements other than the conventional car use. ers could result in strong support for • Participation of airports in awareness raising activities of thematic days this goal to be achieved. such as EU Mobility Week, Cycle to work campaign, Earth Day, etc. • Developing community programmes, site-visits for new soft mobility modes FYI • Celebrating successes and achievements Marius Nicolescu is the • Incentivizing the use of active mobility modes Secretary General of Airport • Establishing community/corporate bike sharing system Regions Conference, the • Creating a mobility smart phone app for employees to track their achievements Communication Manager • Offering platforms to report best routes to airport of the LAirA project. • Gamification (the application of typical elements of game playing (e.g. LAirA website point scoring, competition with others, rules of play) to other areas of http://bit.ly/LAIRAproject activity, typically encourage engagement with a product or service) https://www.interreg-central. eu/Content.Node/LAirA.html

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Airport soft mobility.indd 24 31/05/2019 12:35 JOINING POLIS BRINGS YOUR CITY OR REGION TO THE CENTRE OF THE EUROPEAN URBAN MOBILITY INNOVATION COMMUNITY

BECOME A POLIS MEMBER

blankth.indd 40 28/05/2019 11:39 End of cycle What happened to Johannesburg’s bike lanes, asks Jade van Blerk

hen one mentions the city motorised vehicle depend- of Johannesburg, many ency. Apartheid’s policies of Wthings may come to mind racial segregation resulted in but cycling is most likely not one of an urban form characterised them. Instead, residents of South by multiple inefficiencies such Africa’s most populous city are all as unequal access to economic too familiar with the high levels and social opportunities; the of traffic and congestion that saw location of primarily black, Johannesburg ranked the fifth most lower income areas long dis- painful commuter experience in tances away from social amen- 2016. This ranking was out of a sur- ities and business districts vey of 20 international cities. as well as a public transport Automobiles, mini-bus taxis, bro- system inadequate for the needs of focuses of the new dispensation. But ken traffic lights and general chaos the population. Naturally, address- how does one address these issues during peak rush hour times reflect ing these inequalities through urban in a city blighted by infrastructure the legacy of the Apartheid-era planning and the development of designed to segregate and keep peo- spatial planning and a high level of the transport system have been key ple apart? 26 thinkingcities.com

Joburg.indd 26 31/05/2019 11:07 Health in Transport through to completion. Environment and A further critique of the planned cycle lane infrastructure was that it was not the correct solution to Johannesburg’s congestion problem. It has been said that this particular measure was an example of transferring a suc- JOHANNESBURG cessful initiative from another country and speed commuter rail and new side- implementing it locally without an walks. But in a country where very appreciation of the unique structure few citizens use bicycles to commute, of Johannesburg’s urban frame- the lanes were largely misused and work. In reality most of the city’s misunderstood. The local govern- lower income workforce live on its ment appeared to have adopted a outskirts and travel long distances ‘build it and they will come’ attitude to reach their place of employment, to infrastructure development and making cycling the entire distance therefore did not implement any real unfeasible in most cases. People that efforts to educate the public about possess the finances to live closer cycling or cycle lanes. to the economic centres are less incentivised by any potential savings BARRIERS TO SUCCESS offered by cycling and the car still The failure of the city to commu- remains an important status symbol End of cycle nicate the intention behind the in the country. Public health argu- development of the bicycle lanes ments that promote physical activity and their lack of use made them an hold some validity, however the very easy political target. Leaders of the real threat of crime and limited road opposition labelled the unused bike safety are further barriers. lanes as symbols of decadence put forward by the out of touch ANC rul- OVERCOMING THE BARRIERS ing party. The lanes were associated Despite the seemingly insurmount- The development of cycling infra- with wealthy middle to upper class, able obstacles that cycling faces in structure in Johannesburg formed primarily white South Africans who Johannesburg there are a number of part of an attempt to improve mobil- cycle for leisure. This unfortunate grassroots organisations and initia- ity for its poorest residents. The cycle development undermined the poten- tives looking to promote this mode. lanes were also intended to improve tial of the project to increase mobility The Johannesburg Urban Cyclists ‘liveability’ which was a relatively for the city’s marginalised residents. Association (JUCA) promotes the use new conversation in South Africa With the election of the current of the bicycle as day-to-day urban at the time. The first cycle lanes opposition mayor, all planned cycle transportation. Their goal is to make began appearing around 2013, usu- lane developments were halted. Only the city bike friendly by pushing for ally alongside larger projects such those that were already under con- both societal and infrastructural as Bus Rapid Transit systems, high struction were allowed to be carried transformation. They have published the Johannesburg Bicycle Map which is widely distributed for free. The In a country where very few citizens use map provides information about rec- bicycles to commute, the lanes were ommended commuter routes and is open for contributions from the largely misused and misunderstood public. The purely volunteer-based 27

Joburg.indd 27 31/05/2019 11:07 organisation focuses on lobbying the city of Johannesburg to implement its bicycle strategy and to change bi- laws in support of cycling. ‘Critical Mass Jozi’, founded by James Happe and Melvin Neale, is a night time group ride that takes place in the city on the last Friday of every month. The initiative started in 2007 with a group of 20 cyclists riding into some of the city’s most dangerous and ‘no go’ areas. Twelve years later the cycling group numbers over 1000 and the event has given rise to a number of other similar offshoots, such as the annual Freedom ride, full moon rides and women-only rides. In the historically black township of Soweto on the western edge of Johannesburg cycling is being used to break through social barriers. Lebo Mahape runs a bicycle tour company which he founded in 2006. He invites tourists to experience the community that boasts famous former residents such as President Nelson Mandela from the perspective of bicycles rather than a tour bus. Mahape believes this promotes equality between locals and tourists, and allows for a richer experience for all. His company also provides The Bicycle Stokvel Collective free tours to local residents so that they are able to learn new things The purpose of these gatherings nothing is impossible if one one puts about their own area. is to inspire the local community their mind to it. Bicycle Stokvel is a collective and provide opportunities for expo- Jeffery Mulaudzi, the founder of launched by Lesego Konupi, Lungile sure for young artists. These activi- a cycling tour operator in the town- Mofokeng, Kgotso Mdakani and ties also dismantle the stereotype ship of Alexandra, has extended his Bongani Maleswena. The concept that art belongs solely in the gallery business by launching a bike rental behind the movement is to help space. scheme. The scheme provides bicy- young people living in impoverished In 2018 the group cycled from cles to local residents at a minimal townships overcome limitations Durban to Vosloorus, a distance charge per trip. The initial idea was placed on them by Apartheid-era of 550km. The group also recently to assist students with traveling the urban planning. This is done through completed a trip to Botswana and 8km stretch to and from school. a combination of cycling, music and has others planned for Mozambique Now working residents are also art. The tri-monthly gathering takes and eSwatini (formerly Swaziland). able to cycle into the nearby eco- place in the township of Vosloorus The intention behind these trips is nomic centre of Sandton for work. and involves cycling through the area to demonstrate that there are ways Mulaudzi estimates that residents and stopping along the way to dis- to be mobile and explore the coun- are able to save up to 30 per cent of cuss the photography and drawings try even without access to large their usual monthly travel costs by the group’s artists have displayed at amounts of money. Beyond this, cycling instead of using the overbur- taxi ranks or on the walls of aban- these trips allow for self-reflection dened bus service. Due to conges- doned buildings. and communicate the message that tion, cyclists are able to reach their 28 thinkingcities.com

Joburg.indd 28 31/05/2019 11:07 Health in Transport Environment and JOHANNESBURG

In the historically black township of Soweto on the western edge of Johannesburg cycling is being used to break through social barriers

destinations faster than if they had addressed) remains a key barrier disproportionately as a result of violent used motorised transport. for commuters. In addition to this, a crime, also needs to be addressed. In lack of safe bicycle storage facilities many ways the barriers to the uptake SPIN CYCLE and the prohibitive costs of acquiring of commuter cycling lie beyond the The aforementioned initiatives are and maintaining a bicycle present a scope of transport policy and lie within just a few examples of attempts further obstacle. A general low level the wider socio-economic position of to introduce and grow a culture of of road safety and a very real threat the country. cycling in Johannesburg. Although of petty and violent crime have also commendable and encouraging they turned commuter cycling into some- do not negate the need for a strong what of an extreme sport. FYI and tailored local government cycling The safety of vulnerable road Jade van Blerk is a Project strategy. Interconnected cycling users, particularly women and Officer Intern at POLIS infrastructure (although slowly being children in particular who suffer 29

Joburg.indd 29 31/05/2019 11:07 Best foot forward Walking and cycling can boost local economies and people’s well-being. Heather Allen and Elah Matt share examples of how promoting walking and active travel can benefit local businesses and inclusiveness

any cities are prioritising overestimate the importance of car to provide attractive urban shop- walking and cycling in their access to their customers. ping environments is thus increas- Mcentres, but others still hes- For several decades, city centre ingly important. This article presents itate to restrict car access to central retail has been challenged by chang- several successful examples that shopping and business districts. This ing shopping patterns. Initially, the can be used by city authorities to is partially due to resistance from rise of car-dependent, out-of-town address concerns raised by the pub- local businesses, retailers and visi- shopping malls posed competi- lic and local businesses and outlines tors. A key barrier is the perception tion to local businesses and more how pedestrianising shopping areas that restricting car access will nega- recently, the rise of internet shop- can help retain their dynamism and tively impact the numbers of peo- ping has changed the way we shop. attractiveness. ple visiting the area for shopping or Both ‘traditional’, on-street retailers leisure. However, research shows and shopping malls now find them- THE BENEFITS OF PROMOTING that pedestrians and cyclists spend selves in a highly competitive market WALKING AND CYCLING as much or more time engaged in that increasingly relies on provid- Mounting evidence shows that when those activities than people who ing a unique ‘shopping experience’, public spaces are made attractive come by car. Typically, retailers also rather than only on price. The need to ‘slow modes’ of travel, allowing 30 thinkingcities.com

Green retail.indd 30 31/05/2019 11:08 Health in Transport and dynamic. Some cities, such as Environment and Oslo, are looking to ban all cars, while others, such as London and Madrid, are restricting access to more pollut- ing vehicles. Copenhagen led the way by pedestrianising the 3.2km long “Strøget” central shopping street in the historic centre in 1962, mainly for traffic-safety reasons. The following cities have successfully pedestrianised central shopping areas. GREEN RETAIL Vienna Vienna began to pedestrianise its centre in 2011. The central shopping street, Mariahilfer Straße, is the most important shopping area in the city, representing 10% of retail sales volume, so making changes had to be carefully managed. The city invested in extensive public engagement, presenting plans and models to help visualise the redesign ahead of pedestrianisation. A year- long trial ensued and was evaluated with roundtables and surveys. This approach allowed people to voice their opinions and make informed decisions about the scheme. A referendum was then held, resulting in just over 50% of people favouring pedestrianisation. The narrow majority included strong resistance from some business groups, media and political par- Table 1: Key benefits of investment in walking and cycling zones. ties, combined with opposition from Source: Table based on several sources and developed by the authors some residents to change. The results people to walk and cycle safely, the number of local businesses and showed the importance of the exten- people spend more time and money jobs, as seen in Dublin’s Temple Bar sive public-engagement strategy in locally. The European Cyclists District, which experienced a 300% gaining support and ensuring the Federation found that doubling the increase in employment and a rise in acceptability of the scheme. Now visi- modal share of cycling in the EU number of local businesses from 60 tors, residents and shopkeepers are (from 2015 levels) would generate an to 450 within a decade4. very positive about the transforma- increase in retail turnover for local Overall, there are numerous eco- tion. In an ex-post evaluation, 71% of retailers of over €27 billion1. nomic, environmental and societal respondents said they would vote in Amongst other benefits, numerous benefits to promoting walking and favour of the scheme and 55% stated studies show an increase of 10-40% cycling and restricting vehicle access that travel modes interact well with in revenues following pedestriani- to specific areas, as summarised in each other. Some 38% of shopkeepers sation2. Property and rental values the table above. stated they experienced a rise in sales often increase, ranging from 7.5% while 46% stated that business was in a recent London study to 300% SHOWING THE WAY unchanged. The street transforma- in Canada3. Pedestrianisation and There are a wide range of ways to tion increased social interactions and urban regeneration can also increase keep town and city centres attractive decreased air pollution from vehicles, 31

Green retail.indd 31 31/05/2019 11:08 had benefited from pedestrianisation, with a 76% increase in visitor numbers. A 44% increase in bicycle use was also observed. Significant improvements in air quality and noise levels were reported. Those surveyed were generally happy with pedestrianisation and optimistic about the economic vitality of the area, with an overwhelming 83% saying they would support further pedestrianisation. Today, over 250 streets in the Peninsula are pedestrianised, with roughly 2.5 million visitors daily. Traffic fatalities are down by an estimated 60% and 65% of employees Times Square before and after tactical urbanism interventions and visitors use public transport. Source: New York City Department of Transportation enhancing public health. The overall pavements and street furniture will New York cost of €23.3 million can be contrasted cost €3.5 million (expected to be com- New York City has a large walking with the renovation of a mall outside of pleted in 2020)10. population and a growing cycling Vienna, costing €150 million5. community12. Following an increase Istanbul in the number of traffic accidents in Munich Istanbul’s historic peninsula pro- the Times Square area, in 2009 the Munich established its central pedes- vides an iconic example of successful city’s Department of Transportation trian area in the early 1970s, as part pedestrianisation. The UNESCO World decided to close Broadway to vehi- of preparations for the 1972 Olympics. Heritage site was severely challenged cles and created a trial pedes- Improved public transport would get by traffic congestion, air pollution trian-only zone. Five blocks people to the car-free main square, and road safety issues11. An initial stretching from Broadway through Marienplatz, and the city hall. Retail study examined possible impacts on Times Square became an ad-hoc turnover and footfall increased signif- the environment, traffic, trade and park with painted areas on street, icantly following pedestrianisation6. other issues. Pedestrianisation was deck chairs and tables. The project Kaufingerstrasse, the main shopping then introduced gradually. Initially improved road safety, reduced travel street, is today the second most pop- around the historical landmarks, then times and increased business, so ular in Europe, with an hourly foot- expanded slowly into the surrounding Mayor Bloomberg made the scheme fall of over 12,800 people7. In 2016, streets. A post-implementation sur- permanent. Sendlinger Strasse8, another popular vey was conducted among local work- The use of temporary measures – shopping street, was pedestrianised ers and visitors: paint, temporary street furniture, art for a 1-year trial, as local retailers Some 80% answered positively installations and planters – allowed were sceptical about pedestrianisa- about the impact on the physical the city to test ideas and gain the sup- tion and particularly concerned about environment; 89% of visitors agreed port of the community quickly, rather how delivery times would work9. that travel and shopping were more than waiting for planning reviews Based on its popularity, it was made comfortable and 82% felt safer; or studies. This ‘ad-hoc’, or tactical permanent in 2018. Upgrading the 82% of the tradesmen said they urbanism, approach led to the creation of more than 60 pedestrian pla- zas across the city, converting more Over 250 streets in Istanbul are than 26 acres of car lanes to spaces pedestrianised, with roughly 2.5 million for people. It has been replicated in cities across the world – from Boston visitors daily. Traffic fatalities are to Los Angeles, San Francisco and down by an estimated 60% Buenos Aires.

32 thinkingcities.com

Green retail.indd 32 31/05/2019 11:08 Health in Transport several studies was rolled out incrementally, but Environment and and surveys were quickly, whereas in Vienna full imple- conducted by local mentation took longer (around three NGOs to gauge years). Gaining public support and people’s attitudes creating a common vision are likely to towards pedes- influence how quickly pedestrianisa- trianisation and tion and other traffic-calming meas- impacts on local ures are rolled out. mobility and retail. Evaluation, both before and after Figure 1: Envisioning change implementation, is key to assessing Framework for and how pedes- public opinion and impacts on local supporting trianisation can businesses, street users and environ- uptake of GREEN RETAIL pedestrianisation be implemented mental conditions. schemes helps to increase public acceptance. MOVING FORWARD DRIVING CHANGE In Vienna, models of the pedestrian Urban retail centres need to remain The successful examples given below zone were shown to the public. A attractive for people to visit them have several common elements: pilot scheme ensued, demonstrat- and spend money. When these cen- they encouraged public engagement, ing how the scheme would work in tres suffer from traffic congestion created a common vision that was practice. In New York, a more radi- and high levels of air pollution, peo- adaptively implemented to the local cal approach was adopted – show- ple tend to avoid them. Investing in context, and evaluated impacts. ing people how pedestrianisation pedestrian and active-travel infra- would look through ad-hoc street structure has proven to be economi- Engaging the public is vital for gain- closure and other tactical urbanism cally beneficial, with cyclists and ing support. Consultations, surveys measures. pedestrians often spending more and a referendum were carried out Implementation needs to be adapted than drivers over time13. A range of in Vienna, enlisting support from to the local context. In Istanbul, pedes- other economic, social and environ- residents and retailers. In Istanbul, trianisation of the historic peninsula mental benefits are also commonly observed, as outlined above. Strong political support and ena- NOTES [1] European Cycling Federation, 2015, Shopping by bike: best friend of your city centre, bling policies are key. Crucially, it https://ecf.com/sites/ecf.com/files/CYCLE%20N%20LOCAL%20ECONOMIES_internet.pdf is important to build consensus and [2] Arup, 2016, Cities Alive: towards a walking world, Arup, London; Burden, D., Litman,T., work with consumers, retailers and 2011. “America Needs Complete Streets.” ITE Journal 81 (4): 36–43; Carmona, M et al., 2017, Street Appeal: the value of street improvements summary report, University political decision-makers (who are College London, Transport for London; Hass-Klau, C. 1993, Impact of pedestrianiza- also voters). Individual perceptions tion and traffic calming on retailing: A review of the evidence from Germany and the UK, and mindsets play a vital role in Transport Policy 1 (1) 21-31; Hass-Klau, C. 2015, The pedestrian and the city, Routledge, Abingdon; Lawlor, E. 2014, The pedestrian pound: the business case for better streets framing people’s opinions. Carrying and places, Living Streets, London; New York City Department of Transportation (2013) out before and after evaluations The economic benefits of sustainable streets, New York; Tasker, M. 2018, The pedes- helps to show that when measures trian pound: the business case for better streets and places, Living Streets, London. [3] Burden and Litman, 2011; Carmona et al., 2017. are successful people do shift their [4] Lawlor, 2014 initial positions and mindsets. [5] Telepak, G. 2016, Transformation of the “Mariahilfer Straße” traffic reor- Reducing access to private cars in ganization to provide new pedestrian zones and shared space, http://www.eltis. org/sites/default/files/a2_telepak_mariahilferstrasse_vienna.pdf urban areas is a delicate and often [6] Hass Klau, 1993; 2015 contested issue, but one that needs [7] BNP Paribas, 2017, Pan-European Footfall 2017/2018, https://issuu.com/ to be addressed for economic, social newsecegeskovlindquist/docs/pan-european_footfall_2017_-_2018 [8] Part had been previously pedestrianised and environmental reasons. [9] City of Munich, Department of Urban Planning, 2017, Work Report 2017/2018, [10] Muenchen.de, 2018, https://www.muenchen.de/aktuell/2018-11/ sendlinger-strasse-wird-dauerhaft-zur-fussgaengerzone.html [11] Evaluation Environmental and Social Impacts of Pedestrianization in FYI Urban Historical Areas: Istanbul Historical Peninsula Case Study Demir H. et al, Journal of Traffic and Logistics Engineering Vol. 4, No. 1, June 2016. [email protected] [12] New York’s transportation Master Plan 2030 https://www.dot.ny.gov/portal/page/portal/main/transportation-plan/repository/masterplan-111406.pdf [email protected] [13] Carmona et al., 2017 33

Green retail.indd 33 31/05/2019 11:08 The heart of the matter Stuttgart’s clean air programme includes a traffic ban for diesel vehicles, as Simone Haug explains

tuttgart, home to approxi- mately 600,000 inhabitants, is Stuttgart has defined an ambitious Sthe capital of the German state of Baden-Württemberg. It is also strategy to promote a more sustainable the center of the Stuttgart Region, mobility in the city. The main objective with a total of 2.7 million inhabitants and 1 million jobs. Europe’s strong- is to achieve a better quality of life est region in terms of exports and automotive industry supports, its for all citizens strength mainly through the automotive and mechanical engineering in the city. The main objective is to Action Plan for Sustainable Mobility sectors. The demand for mobility, achieve a better quality of life for all has been developed. The action plan generated by this economic power, citizens. Building on already existing identifies and prioritises fields of puts a high pressure on the city’s plans and approaches such as the action and measures to be under- transport infrastructure. Land Use Plan, the Noise Reduction taken. The strategy combines urban For this reason, Stuttgart has Plan, the Local Public Transport planning instruments with transport defined an ambitious strategy to pro- Plan, as well as the Transport planning and infrastructure policy. In mote a more sustainable mobility Development Concept 2030, an the long term, the aim is to improve 34 thinkingcities.com

Stuttgart.indd 34 31/05/2019 11:09 Health in Transport low exchange of air in the city basin. Environment and Stuttgart has already implemented a wide variety of measures to reduce air pollution. This has led to a considerable decrease of the pollution levels by particulate matters. On the other hand, the nitrogen dioxide values are still considerably higher than the threshold. Nitrogen dioxide is mainly emitted by diesel vehicles in road traffic, therefore the Land Baden- Württemberg, which has the legal STUTTGART competence in the field of air quality, was forced to introduce a traffic ban in Stuttgart for diesel vehicles with the emission standard 4/IV and lower. The restriction is set down in the third update of the Clean Air Programme for the region of Stuttgart. From 1 January 2019, the Land Baden-Württemberg implemented a driving restriction in the environmental zone Stuttgart (almost the entire urban area) for all vehicles with diesel motors with the emission standard 4/ IV and lower. This is one of the measures included in the third update of the Clean Air Programme from 31 March 2019. For the residents of the city of Stuttgart, there was a transitional period until 31 March 2019. The traffic ban for diesel vehicles is based on the high level of air pollution. Whereas fine dust pollution has considerably decreased, limits for nitrogen diox- the living quality in Stuttgart by addition, the city lies on challeng- ide are still considerably above the reducing traffic and pollution, and by ing topographical landscape with allowed limits. In 2017, the annual redistributing public space towards more than 300 m difference in alti- average for nitrogen dioxide was 73 a more human-friendly city for all. tude. This obliges public transport micrograms per cubic meter at the This strategy includes a wide variety and road users to share a limited measuring point “Am Neckartor”. of measures and projects in all fields transport infrastructure, resulting Compared to the previous year this of action related to mobility, includ- in congestion on main roads, high value was 9 micrograms lower, but ing active travel (pedestrians and noise levels and deficient air quality. it is still considerably higher than the bicycles), public transport, sharing, Due mainly to the high traffic, limit of 40 micrograms. logistics and intermodality. Every Stuttgart’s air is highly polluted by Following the decisions of the two years, an evaluation and update air toxins. This includes particulate Higher Administrative Court carried out by the municipality is pre- matters and nitrogen dioxide. (November 2018) a traffic ban from sented to the city council. At different points in the city, 1 January 2020 for diesel vehicles pollution exceeds by far the with Euro 5/V is under preparation as TRAFFIC BAN FOR maximum limits determined by a supplement to the present Clean DIESEL VEHICLES the European Union. The city’s Air Programme 2018. Whether such Some 800,000 vehicles cross the challenging topography influences a traffic ban is actually necessary borders of Stuttgart every day. In the air quality, due especially to the will be revealed by the analysis of 35

Stuttgart.indd 35 31/05/2019 11:09 pollution levels, which will take place Stuttgart has already implemented a mid-2019. wide variety of measures to reduce EXCEPTIONS TO THE DRIVING RESTRICTIONS air pollution. This has led to a The third update of the Clean Air considerable decrease of the pollution Programme 2018 include exemp- tions from the traffic ban for certain levels by particulate matters diesel vehicles. The City of Stuttgart is responsible for implementing be carried along in the vehicle in its DUH. In October 2017, the state gov- these regulations. The conditions for original form. ernment lodged an appeal (review) being granted a special permit and against the award of the administra- the documents required for an appli- CONTROL tive court. On 27 February 2017, the cation for an exemption can be found Violation of the traffic ban resulted in Federal Administrative Court dis- on the City of Stuttgart website. a fine of €80, the legal basis for which missed the review. According to that, The City of Stuttgart receives and is the Federal Emission Control Act. the court considers traffic bans for approves applications for a spe- Including fees and general adminis- diesel vehicles in cities as generally cial permit from applicants living in tration expenses the total amount of admissible - ensuring proportionality. Stuttgart, the metropolitan region or the fine is €108.50. abroad. There is no special provision for tourists. They are also subject to BACKGROUND FYI the traffic ban for diesel vehicles and The NGO German Environmental Aid Simone Haug is an employee must apply for a special permit with (DUH) has filed a suit against several of the Strategic Planning the City of Stuttgart in individual cases. states in Germany. This Organization and Sustainable Mobility A special permit team has been wants to oblige the states to amend Department at City of Stuttgart established at the Office for Public their Clean Air Programmes so www.stuttgart.de/en/diesel-ban Order. The applicants can apply that the limit for nitrogen dioxide is www.stuttgart.de/en/ for their exception personally at complied with. Therefore, it is call- diesel-ban/special-permit the responsible staff members or ing for a traffic ban for diesel vehi- upload their data and the required cles. Besides Stuttgart the cities of Online portal: documents at home or en route at a Cologne, Dusseldorf and Frankfurt https://service.stuttgart. specially equipped online portal. The are also affected. de/lhs-services/ special permit is sent to the appli- On 26 July 2017, the Stuttgart admin- ag-diesel-verkehrsverbot cant by mail as a document and must istrative court upheld the decision of 36 thinkingcities.com

Stuttgart.indd 36 31/05/2019 11:09 The section on Mobility, Multimodality and Traffic Efficiency addresses Traffic Efficiency & Mobility issues related to network management, network efficiency and innovative Traffic services, with a particular focus on Intelligent Transport Systems o Antwerp, Elba & Turku Efficiency& o NOCoE Mobility o London o MAVEN

Dividers.indd 33 31/05/2019 09:47 Something for everyone

Moving towards ultimodality is set to play a Indeed, taking and switching multimodality with crucial role in the future of between various transport modes Mobility as a Service, Mmany European cities. By and finding relevant information can encouraging users to combine differ- be overwhelming when confronted by Katia Kishchenko, ent travel modes and reducing reli- with multiple options and sources. Ana Dragutescu, ance on cars, it can relieve congestion, Mobility as a Service (MaaS) offers Roope Virta, reduce noise and air pollution, and a potential integrated solution to these generally improve quality of life. complex user needs. MaaS applica- Giorgio Ambrosino, However, when using the various tions offer users access to various Saverio Gini forms of transport that they need in travel options via a single platform, and Richard Adams their daily lives, people can struggle such as trams, bikes, trains, buses, with the multiple payment and tick- shared cars and scooters. It also com- eting processes and apps involved. bines these to present users with a 38 thinkingcities.com

Antwerp ELba Turku.indd 38 31/05/2019 11:10 Traffic Efficiency & Mobility

Photo: Frederik Beyens Through project calls and active communication and cooperation with employers, employees and entrepreneurs, the Marketplace is encouraging the development of innovative solutions, such as MaaS

ANTWERP – CREATING A change user mobility patterns, and ANTWERP, ELBA, TURKU MARKETPLACE FOR MAAS improve travel times - both for pas- In Antwerp, MaaS has the potential senger transport and urban freight. to help alleviate major pressure on Through this, it enables and inspires the city’s (road) infrastructure. This people to choose alternative mobil- is causing a challenging mobility sit- ity solutions where possible and uation that is impacting negatively facilitates multimodality. on the city’s livability and appeal to Soon after SWtA began, it became tourists and businesses. clear that people are not always With the support of the CIVITAS aware of the range of mobility solu- PORTIS project, Antwerp is creat- tions available or cannot find the ing the building blocks for the suc- information to make use of them. cessful establishment of a MaaS The need for a multimodal travel marketplace in the city. This falls planner was obvious. under the “Smart Ways to Antwerp” After several market consulta- (SWtA) project, whose development tions, it turned out that no truly mul- forms a major part of Antwerp’s timodal travel planner was available CIVITAS PORTIS work. that supported the city of Antwerp’s SWtA is developing various goals. A new travel planner was measures and tools to instigate a developed together with Be-Mobile, a shift towards sustainable modes, market leader in smart mobility. This

Smart Ways To Antwerp utilises various tools to inspire people to shift towards sustainable modes of transport

single, seamless journey that incorporates real-time information, reliable planning and considers different payment possibilities. Still in its infancy, it is assuming different forms around Europe. This is illustrated by the cities of Antwerp (Belgium) and Turku (Finland) and the island of Elba (Italy). Aided by their participation in three Living Lab projects under the CIVITAS Initiative, they are experimenting to find suitable models. Photo: Smart Ways to Antwerp 39

Antwerp ELba Turku.indd 39 31/05/2019 11:10 brings together the different trans- In combination with existing to create a MaaS ecosystem incor- port modes offered within Antwerp mobility players and MaaS experts, porating several transport opera- based on various user scenarios. the city of Antwerp is building up its tors: its participation in the CIVITAS Possible journeys combining knowledge related to standardisa- ECCENTRIC project is fostering this cars, public transport, park and tion, reporting, technical require- process. rides, shared bikes and walking are ments, and the user experience. Like many small- and medium- identified and presented to the end Together, this information is creat- sized cities with limited budgets, user through the website and dedi- ing a picture of what the end user MaaS appeals to Turku as it facilitates the integration of diverse mobility measures, including first and last mile solutions, mobility services in low demand areas, and parking space optimisation. This helps increase the efficiency of the overall transport system without too much financial outlay. MaaS will also help Turku develop new solutions to raise the service level of public transport and establish shared mobility as a real alternative to car ownership. The combined impact of these should make the city a better place to live and work. There remains the crucial question - how should MaaS be implemented? Up to four MaaS business Photo: StadAntwerpen models are thought to be employed at the moment: commercial car cated app. Roadworks and traffic really requires and how to best sharing, peer-to-peer car sharing, diversions are also shown. address their needs. taxi/ridesharing, and subscription The next step in the app’s devel- It has become clear that for MaaS services combining local bus, taxi opment will be to allow users to set services in Antwerp to be efficient and car sharing services. Currently, preferences. For example, people and successful, further collabora- the latter two are in place in Turku. will be able to filter journey options tion between the city and the differ- according to mode. Through this, ent players is necessary. In January the planner will offer more person- 2019, the city of Antwerp launched alised route planning. a MaaS-specific project call, while Whilst sound travel advice is continuing to nurture the MaaS eco- crucial to changing users’ mobility system within the city. habits, the proper and appropriate Find out more about CIVITAS mobility solutions must also be in PORTIS online at its project page: place. To ensure this, SWtA has set civitas.eu/portis. up its Marketplace for Mobility. The Marketplace brings together TURKU – ACHIEVING SMART a wide selection of providers who MULTIMODAL MOBILITY each support the city to reach its MaaS has undoubtedly had a head mobility goals. Through project calls start in Finland. Recently, the and active communication and coop- Finnish Transport Agency invested eration with employers, employees in two MaaS start-ups, Whim in and entrepreneurs, the Marketplace Helsinki and Tuup in Turku. is encouraging the development of Against this backdrop, the city Föli is Turku’s public transport system innovative solutions, such as MaaS. of Turku has set itself the objective covering an area of 285,000 inhabitants Photo: Anna Lilja 40 thinkingcities.com

Antwerp ELba Turku.indd 40 31/05/2019 11:10 Traffic Efficiency & Mobility

Like many small- and medium-sized cities with limited budgets, MaaS appeals to Turku as it facilitates the integration of diverse mobility measures, including first and last mile solutions, mobility services in low demand areas, and parking space optimisation

Photo: Pasi Leino and affordable alternatives to car ownership. ANTWERP, ELBA, TURKU Currently, as part of CIVITAS ECCENTRIC, business models are being designed that should facilitate cooperation between different existing service providers and the development of service packages. These will later be marketed through various communication channels. Explore CIVITAS ECCENTRIC further on its project page: civitas.eu/eccentric.

ELBA’S SHARED USE MOBILITY AGENCY - MAAS IN A TOURISTIC DESTINATION On the Italian island of Elba, MaaS Turku Region Public Transport, Fölix (Föli + Taxi) combines the is taking a slightly different form. also known as Föli, covers an area flexibility of a taxi with Föli’s afford- The island’s “Shared Use Mobility with 285,000 inhabitants. Together able rates. Users can call taxis to Agency” (SUMA), designed as part of with numerous operators, Föli pro- take them from home to a Föli bus the CIVITAS DESTINATIONS project vides both individuals and compa- stop or vice versa. The Fölix ser- (Thinking Cities December 2017, nies with a range of applications vice is available throughout the pp74-76), is tailoring the concept to and packages that make travelling aTuregion. the needs of a touristic island with easier. Tuup is a smart application that small communities. Föli for businesses sees employ- allows for route planning and com- Consisting of seven municipali- ers subsiding tickets as a way of paring the various mobility option. ties, Elba has numerous towns and encouraging more people to take At a later stage, it should serve as small settlements spread across public transport. This enhances integrated platform for platform the island with predominantly rural occupational wellbeing and health payment. areas in between them. In this way, it and reduces the costs arising from The Föli mobile app can be used can be considered to be a Functional commuting. Businesses participat- to buy single tickets, travel cards, Urban Area with large peripheral ing in the scheme also have screens and TurkuCards, all of which are zones. The island’s public transport in their offices displaying departure valid in the entire Föli region. The services operate mainly along its timetables for nearby bus stops. app also offers combination tickets, key transport arteries. The VR online service allows the which include the entrance to an However, the summer tour- purchase of both a train and a bus event as well as bus tickets, whilst it ist season brings with it a 30 per ticket at the same time. Single tick- can also renew season tickets. cent increase in transport demand, ets for use on Föli services are also The aim is for residents and the alongside an increase in trips to available via VR if the train or bus is city’s employees to be aware of tourist destinations beyond the departing from or heading to a sta- these new MaaS services and to main transport network. tion in the Turku area. provide convenient, sustainable Currently, the island’s (public) 41

Antwerp ELba Turku.indd 41 31/05/2019 11:10 The summer tourist season brings tracking and user evaluation of vehicle drivers will also be included with it a 30 per cent increase in to improve passenger safety. This demand- and user-driven transport demand on the island of Elba, model should help to reduce the alongside an increase in trips to number of private trips made over summer and convince more people tourist destinations beyond the to use collective transport outside of the tourist season. main transport network A SUMA prototype was ready in April 2019 for internal testing, whilst its first features are expected to be operational by the end of this summer. Find out more on SUMA’s design at www.memexitaly.it. Discover more about CIVITAS DESTINATIONS on its project page: civitas.eu/destinations.

POWER TO THE PEOPLE Mobility is a matter of convenience - people want to feel free to move around as they please. By giving users full control, MaaS has the Photo: VisitElba potential become a driving force in attempting to encourage more sus- transport system cannot meet these called “Elba Sharing”. tainable travel. needs. This situation is further exac- By aggregating data from various • Discover more about the pioneer- erbated by the fragmented nature of sources and systems, it will provide ing MaaS work of CIVITAS projects Elba’s mobility offer (including rental different services to facilitate mul- at this year’s CIVITAS. operators): services are uncoordi- timodal travel, such as a journey nated and information spread across planner and in-app payment and various sources. offer a single access point to Elba’s FYI To tackle these problems and ridesharing services and rental Katia Kishchenko is create a mobility ecosystem fit for operators. This should make it Communication Manager at residents and tourists, the Elba possible for users to combine pub- the City of Antwerp and for municipalities of Portoferraio and lic transport with ridesharing and its work in CIVITAS PORTIS. Rio and MemEx, a consultancy, have rental options for journeys of differ- Ana Dragutescu is Coordinator joined forces to design SUMA. ent lengths and at times of varying for Sustainable Mobility and SUMA works on the basis that demand. Transport at ICLEI Europe transport authorities should act as Ridesharing possibilities are Roope Virta is a Project promoters of MaaS and ensure that numerous, including sharing a trip Coordinator at the City of Turku ridesharing services are fully incor- when a user is on the ferry; planning and leads on Turku’s MaaS porated into the public transport shared trips in advance; and sharing work for CIVITAS ECCENTRIC. and overall mobility service offer. a taxi trip. These will be managed Its role is to integrate the vari- through a notice board on which Giorgio Ambrosino is ous services available, make them passengers and drivers can publish Director of MemEx Italy easily accessible, and coordinate their trip share requests and offers. Saverio Gini is Senior Project the responsible operators. Moreover, a search engine func- Manager at MemEx Italy. To achieve this, an IT platform tion will make it possible to identify Richard Adams is a is being developed that will be opportunities to combine rideshar- Communications Officer accessible via a mobile app and ing offers and requests with public at ICLEI Europe. website. When released, this will be transport. Features such as journey 42 thinkingcities.com

Antwerp ELba Turku.indd 42 31/05/2019 11:10 Solutions For Smarter Cities

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blankth.indd 40 28/05/2019 11:36 Knowledge: the new gold

There’s no doubt that connected and autonomous cars, fully integrated traffic networks, and all the exciting technologies that are in development in laboratories will radically change our future for society’s benefit. Patrick Son outlines how this will benefit to our cities

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NOCoE.indd 44 31/05/2019 11:11 Traffic Efficiency & Mobility

y definition, Smart Cities are about improving com- B munities and the lives of their residents, but there’s a part of the equation that sometimes gets overlooked, a part that some very smart people at some very influential trade organizations recognized a half-decade ago. That part is how effective, creative transportation systems management and operations, what we call TSMO, can maxi- TRAFFIC MANAGEMENT: COLORADO & NEVADA mize the benefit of technology. Leaders from the American Association of State Highway Transportation Officials (AASHTO), the Intelligent Transportation Society of America (ITS America) and the Institute of Transportation Engineers (ITE), in partnership with We think the steady increase of agencies the Federal Highway Administration taking a TSMO approach is not only (FHWA), recognized that in all the justified excitement about tech- helping to save lives, time, and money nology, Transportation Systems Management and Operations for the traveling public, but is also a (TSMO) was getting left out of the foundation for advancing the future of conversation. That’s the sometimes amazing, our transportation system occasionally routine, but always crucial work that’s taking place in traffic increase of agencies taking a TSMO overall, but also for agencies prac- management centers (TMCs), on the approach is not only helping to ticing TSMO, knowledge sharing transportation system itself, and in save lives, time, and money for the and collaboration are proving to be the executive suites of departments traveling public, but is also a foun- essential aspects of implementing of transportation. Those transporta- dation for advancing the future of TSMO. At NOCoE, we realized early tion leaders understood that human our transportation system. A TSMO on that our most importation role ingenuity, creativity, and experience approach creates foundations for would be as a conduit, a sharer of would be a critical to the future of the partnerships required to imple- knowledge rather than the origina- transportation and, by extension, ment strategies across an entire tor of that information. Smart Cities. city or region, allows for the coordi- Partly, we were driven by the They also understood that with nation of all the data and technology speed of change in transportation their combined influence, they that exists on the roadway, and sup- technology and the need for opera- could not only lead the conversa- ports the development of applications strategies to keep pace, partly tion but as a by-product, share the tions to both improve mobility and to by the vacuum that existed and the best operational best practices benefit cities beyond the transporta- siloed nature of practitioners. Many for departments of transportation, tion system. practitioners control traffic flow private sector organizations, and, So you rightly ask, how does all on America’s highways, others are most importantly, individual prac- this fit into a Smart Cities conversa- involved in traffic incident manage- titioners. With generous assistance tion right now? Knowledge sharing. ment while still others are regional from the US Federal Highways traffic engineers. What they had in Administration, NOCoE was born. WHY WE DO WHAT WE DO common was a lack of a significant Our mission is simple: to Knowledge sharing across the coun- venue to share ideas, promote solu- empower the TSMO community try has served as an essential exer- tions, and exchange information. It’s to succeed. We think the steady cise to advance the TSMO industry not an exaggeration to say that just 45

NOCoE.indd 45 31/05/2019 11:11 third of whom were private sector, It’s not an exaggeration to say that just a and even extended the trainings to the whole country, with 20% of par- few years ago, the primary go-to place ticipants coming from outside their for TSMO strategies and solutions was a region. This desire to connect technology and TSMO is exemplary (and friend’s office down the hall or maybe a yes, ITS Heartland did win a NOCoE TSMO Award!). peer in a neighboring agency But the will to share knowledge like this among the TSMO indus- a few years ago, the primary go-to This type of industry-wide knowl- try doesn’t exist simply because of place for TSMO strategies and solu- edge sharing exists in places like the NOCoE or ITS Heartland; com- tions was a friend’s office down the ITS Heartland as well. This regional munications and inter-agency col- hall or maybe a peer in a neighbor- ITS chapter set out to educate its laboration are an essential tenet of ing agency. membership on implementing and practicing TSMO within agencies to That’s where we come in. There are practicing TSMO by developing a manage the transportation system. tens of thousands of people engaged ‘TSMO University’ program that in TSMO on a daily basis, doing impor- used in-person and online tools to THE PERFECT EXAMPLE tant and creative work, and we recog- increase the knowledge, skills, and As we learned in a recent NOCoE nized that we could be most effective abilities of future TSMO practition- peer exchange, the City and County if we became the curator, gathering ers in anticipation of states within of Denver, CO has taken a TSMO those strategies from practitioners, their region looking to implement approach to actively managing their working with them to translate their TSMO in the future. The program arterials to reduce travel times dur- successes for other agencies, and reached over 600 practitioners, a ing traffic incidents. On 18 June 2018 then sharing those strategies among the entire constituency. Denver is managing its main arterials with TSMO Last year at NOCoE, we encouraged public and private agencies to submit entries for our first annual Best of TSMO Awards describing how their use of Transportation Systems Management and Operations solved problems, created efficiencies or improved safety. As a first-time awards event, we thought we might receive 15 submissions, maybe 20 if the stars aligned. We ended up with more than 50 from all corners of the nation and without exception, each of them added a new strategy or solution to the conversation. We received detailed case studies highlighting scenarios as diverse as a massive, million- person hurricane evacua- tion that undoubtedly saved lives, to an impactful lane restriping initiative in Arizona that dramatically reduced crashes. We’ve spent the last six months publishing these entries as new case studies containing valuable TSMO ideas and solutions worthy of replication in other regions. 46 thinkingcities.com

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I encourage you to consider TSMO as both a foundation for the future of technology and as an example of knowledge sharing to advance the practice

a multi-vehicle accident on I-25 just practitioners quickly took a strategic incident information across agencies before 7am and just north of down- approach. They actively monitored and disciplines yields a reduction in town, created a tenuous situation. the diversion routes, modifying sig- incident response times by 12 min- The incident left a hazardous mate- nal timing as appropriate to reduce utes and provided for a substantial rials truck rolled on its side forcing congestion. They flashed ‘interstate reduction in secondary crashes via the closure of all northbound free- closure’ messages on variable mes- real-time information sharing with TRAFFIC MANAGEMENT: COLORADO & NEVADA way lanes during rush hour. It hit all sage signs and collaborated with traveling public. the marks of a traffic nightmare. partner agencies to enact a coordi- During incident mitigation, for nated, collaborative response. Eight SHARING THE WEALTH responders to do their work safely, hours later, as the remnants of the OF KNOWLEDGE large sections of highway would have incident were cleared and I-25 North This work is going on now and as to be closed and a huge volume of traf- was reopened, the Denver TMC real- you, the readers of Thinking Cities, fic would have to be re-routed onto ized a 67% per cent reduction in envision and build the Smart Cities local arterials. There was an almost travel times on Federal Boulevard of the future, I encourage you to immediate 400% increase in traf- directly attributable to the actions consider TSMO as both a foundation fic volume onto Federal Boulevard, they took. for the future of technology and as the main alternative route just But TSMO programs are also using an example of knowledge sharing to west of the accident. Denver TSMO technology to push the boundaries advance the practice. of how we manage the transporta- If recent history and the develop- tion system. In Nevada, the Nevada ment of intelligent transportation Department of Transportation, and other Smart Cities elements Regional Transportation Commission are any measure, there’s no doubt of Southern Nevada, the Nevada that where we are now is not where Traffic Incident Management we will end up. Technologies and Coalition, the Nevada Highway Patrol, the strategies will inevitably evolve and the Nevada Department of Public and morph, but ultimately whether Safety all contributed to the devel- you’re in transportation, Smart opment of the Waycare Platform to Cities, some variation or both, we advance operations. are all driving to the same goal: As highlighted in our recent case building a safe, efficient future for study1, Waycare is a cloud-based ourselves and our neighbors. The system that leverages in-vehicle data best way for us, as one community, and artificial intelligence (AI) to help to outpace technology is to share manage traffic and prevent crashes. knowledge every day: in our teams, Waycare aggregates real-time and across our departments and within historical traffic incident informa- our industry. tion, based on data from social media How will you share knowledge feeds, crowdsourcing applications every day? and in-vehicle telematics, indicating possible traffic incidents and areas FYI of concern. The Waycare Platform’s Patrick Son is Managing seamless, real-time sharing of Director, National Operations Center of Excellence (NOCoE), REFERENCES [1] https://transportationops.org/ based in Washington, DC case-studies/waycare-platform- transportationops.org deployment-southern-nevada- traffic-management-center 47

NOCoE.indd 47 31/05/2019 11:11 Inside information Sarah-Jayne Williams on how Ford Mobility is tackling our cities’ biggest challenges using vehicle journey data

very day, millions of peo- A wealth of insightful data was collected by a fleet of 160 connected vans ple face mobility challenges Ein cities all over the world. And, as the number of people liv- To help find the answer, Ford capital’s businesses and residents. ing in our cities increases, so do the Mobility spent the last year record- The insights were encouraging: challenges. ing and analysing more than 1 mil- from pinpointing the optimal loca- The question is, how can data be lion kilometres’ worth of vehicle and tions for EV charging points to pro- used to tackle some of these chal- driver behaviour data in and around actively identifying likely road safety lenges? And can it help improve the London to establish how data could hotspots, the potential for the anal- quality of life for everyone living and address the concerns of transport ysis has a far broader reach than working in our urban environments? authorities, as well as those of the London alone. 48 thinkingcities.com

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We believe that data is one of the most crucial drivers for advancing urban mobility innovations as we plan our future cities. It is the invisible infrastructure behind new possibilities” LONDON

onboard computers to record jour- The insights we found broadly ney data. Location, acceleration, fall into five main categories – areas braking, even whether the hazard where we feel data could potentially lights were on – our simple plugin make a difference: devices monitored and recorded everything. This generated more IDENTIFYING ROAD than 500 million data points, from SAFETY HOTSPOTS more than 15,000 days of vehicle Our data enabled us to create a LONDON UNDER use, that was sent to the cloud for powerful algorithm – based on vehi- THE MICROSCOPE analysis. cle behaviour and historic accident With a population of almost 9 million The vehicles we selected were reports – that has the potential to people, London is the largest city in Ford Transit vans from a variety of identify where road incidents may Western Europe by far. By collect- sectors, from owner operators to occur in the future. ing data from the city’s vehicles, larger fleets. Alongside the com- In London, 93 per cent of all col- we were able to gain a wealth of mercial vehicles, we also collected lisions on the road are caused by invaluable insights that could help data from a fleet of private-use Ford human error, perhaps through trav- improve mobility for everyone. Fiesta cars engaged on a year-long elling too quickly, distracted driving With the consent of participants, project to better understand driver or failing to comply with the laws of we fitted 160 connected vans with behaviour. the road. 49

Ford Mobility.indd 49 31/05/2019 11:13 By cross-referencing our vehicle behaviour data with readily available accident reports, we were able to create a dashboard that allowed users to drill down and identify likely road safety hotspots. This methodology gives us the potential to help authorities proactively investigate high-risk roads and junc- tions most likely to be the scene of future traffic incidents. This could empower city planners to re-design safer streets for their communities. Drivers could benefit from this information too, potentially helping them avoid risky areas at certain times.

ELECTRIC VEHICLE CHARGING POINT PLACEMENT London, productivity could be sig- rush-hour traffic costs businesses There are now more than a mil- nificantly improved with only a rela- and individuals vast amounts of lion electric cars in Europe and it is tively small number of additional time and money every year. It’s esti- expected that, worldwide, electric strategically positioned rapid charg- mated that direct and indirect costs vehicles will account for the major- ing stations. attributed to congestion across the ity of all new car sales and a third of It is an approach that we envisage capital result in an annual loss of all fleets by 2040. could be extended to further cities, 9.5 billion €11 billion. Yet, for many people and busi- with data coming from connected We wanted to see if we could use nesses, when it comes to switching vehicles, enabling those cities to the capital’s roads around the clock to a fully electric vehicle, there is a more effectively plan how to spend to reduce the social and economic concern that charging stations will their infrastructure budget. impacts of peak-period traffic. not be there when they are needed. Strategically located charging Our analysis shows that by set- By understanding where vehicles points could encourage adoption of ting out two hours earlier, one of our travelled, where they parked and electric vehicles and benefit both test fleets of vans could save up to 30 for how long, we were able to iden- businesses and individuals as they hours in a typical week. That’s time tify ways in which charging could be spend less time hunting for places currently wasted in traffic. What’s integrated within regular journeys, to top up their vehicle, reducing con- more, by time-shifting groups of especially for businesses whose gestion and wasted time and energy. users, such as commercial vehicles, drivers might make multiple stops, other drivers may benefit from less for example, to make deliveries. RETIMING TRAFFIC congestion on the road. Our insight suggests that, in London is a 24-hour city. Yet If commercial drivers could set

Understanding the potential benefits and efficiencies of time- shifting could be helpful to encourage businesses and individuals to embrace the concept

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We identified that around a fifth of the driven journeys around London in this study could have been faster if they’d used public transport instead

out an additional 30 minutes earlier, future public transport infrastruc- could be that faster speeds in some the time saved doubles. That means ture, enabling them to better target segments caused slowdowns in that by beginning their rounds two- funding towards specific districts or others, resulting in increased over- and-a-half hours earlier, a fleet of transport modes. They could also all variability in traffic flow. drivers can potentially reduce their be used to give targeted feedback to What our detailed vehicle LONDON time in traffic by up to 60 hours per road users, showing the time bene- data has allowed us to do is offer week. fits of using public transport instead improved insights into traffic flow There may be trade-offs for con- of private vehicles. during different times of the day – sumers or business owners: deliv- and of the year – which could be of eries arriving earlier or later in the SUMMER HOLIDAY EFFECT help to transport planners. day, for example. But understanding It might stand to reason that roads the potential benefits and efficien- are quieter during the summer: THE JOURNEY BEGINS cies of time-shifting could be help- longer days, closed schools, the As we’ve seen, granular vehicle ful to encourage businesses and holiday season at its peak. Yet our data, enriched with complementary individuals to embrace the concept. analysis shows this isn’t necessarily data sets, has the power to provide the case. real insights into how our cities MODE SHIFTING There are difficulties with exist- move. We’ve learned a lot from a Mode shifting – changing jour- ing metrics for measuring conges- relatively small number of vehicles. neys from one type of transport to tion and traffic performance. So, With connected vehicle numbers another – is central to the Mayor of we set out to create a new holistic increasing in the future, we believe London’s Transport Strategy and baseline for measuring traffic per- this data will be invaluable, opening key to improving the capital’s road formance using vehicle data to com- up a whole new world of possibili- network issues. pare speed limits with the actual ties to make our cities more live- We wanted to identify which jour- speeds travelled. able. Through the power of data, neys could be quicker by “shifting We combined these with map- we can help authorities to monitor mode” from private transport to ping data, broke them down by time and understand their cities much public transport, as well as to bicy- and road type, and compared traffic better, and consequently to opti- cle or walking. flow during school holidays against mise journeys for both citizens and To do this, we charted driven those during term time. businesses. journeys across a fleet of pri- While some roads around London is just one example of vately owned Ford Fiestas. We schools clearly benefited from the where Ford has been working with then compared this to real-world “summer holiday effect”, others cities to provide mobility analysis. In public transport timetables. The suffered: during the morning peak, the US, Ford’s Global Data Insight web application we created clearly a stretch of motorway by London’s and Analytics team is already shows which driven journeys would Heathrow Airport witnessed a sub- collaborating with Pittsburgh, have been faster if taken by public stantial slowdown – holidaymakers Pennsylvania, and Miami, Florida, to transport. It also identifies areas en route to sunnier destinations, prepare dashboards, visualise data of London that are still generally perhaps? Some stretches in east and provide actionable insights to quicker by car. London suffered slower traffic too, address local challenges. Overall, we identified that around particularly along the A13 and A406 a fifth of the driven journeys around North Circular roads. London in this study could have been Road users over lunchtime gen- FYI faster if they’d used public transport erally experienced faster traffic Sarah-Jayne Williams is Ford instead. flow. But performance could be Mobility’s Europe director Tools like this could help city erratic, with some areas slow- authorities optimise investment in ing down instead of speeding up. It 51

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comprehensive look at , a €3.1 billion proect that was launched in September 2016 under the orion 2020 esearch and nnovation ramework roramme of the uropean ommission, and the challenes and perspectives of automation in an urban environment, by Alessia Giorgiutti, Jaap Vreeswijk, Ondrej Pribyl and Klaas Rozema

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WHAT DOES LEVEL 4 MEAN? n 201 and with an update in 201, S nternational the automotive standardiation body developed a harmonied classification system known as 3016: Taonomy and efinitions for Terms elated to n-oad otor ehicle utomated rivin Systems. ithin this frame, S outlined si levels of drivin automation from no automation to full automation. ccordin to 3016, driverless automated cars are defined as evel 5 cars, which is the top level in the S automated scale. n all roadways and under all environmental conditions, the performance of these automated drivin systems does not require human intervention whatsoever. s of evel cars, no driver attention is required, and self-

drivin is supported in limited areas or under special circumstances. MAVEN

A critical question is whether automated vehicles will increase or reduce total vehicle travel and associated external costs

more skeptical and often refer back allow households to reduce vehi- to them as wishful thinkin, while cle ownership and therefore total industry has scaled down its road- drivin. maps to a perhaps more realistic proportion. TECHNICAL AND HUMAN overnments are particularly CHALLENGES OF AUTOMATION attracted to the obectives of improv- There are various challenin tech- in road safety while decreasin noloical factors related to auto- casualties, reducin conestion and mation, such as the relative slow supportin more affordable and proress of the enineerin, and efficient mobility services and infra- the limited scale and hih-cost pro- structures. owever, these results duction. These quantitative, tech- would require new business mod- challenes, however, do also mirror els, different urban land uses and qualitative ones: factors like the innovative reulations to be imple- predictability of behavioural intent mented and, furthermore, even and the concept of trust towards after bein reached, they would not automated vehicles eemplify the utomated drivin develop- be a uarantee of an overall positive more human side of automation. ments are eperiencin a impact of s. s of now, self-drivin cars have A boom. They are driven by n this frame, a critical ques- still issues in determinin the inten- advances in technoloy, but also tion is whether automated vehicles tions of pedestrians and cyclists, have a stron link with the Smart will increase or reduce total vehi- especially on urban roads, where ities aenda, where automated cle travel and associated eternal multiple functions flow, park- vehicles, the shared economy and costs. ependin on public policies, in, drop offcollection and trans- electromobility will play an essen- it could o either way: by increas- port modes are accommodated. tial role. ith this perspective, in travel convenience and comfort, Therefore, it is very important for overnments reconise the poten- and allowin vehicle travel by non- automated vehicles to refer to pro- tial benefits of automated vehicle drivers, they could increase total rammed models of behaviour and technoloies but also see threats - vehicle mileae, but they may also updated maps within their drivin researchers have recently become facilitate vehicle sharin, which will alorithms. n the other hand, the 53

Maven.indd 53 31/05/2019 11:14 ABLE-ALLOW-ACCEPTED It is very So what can authorities do to facilitate, anticipate andor reulate important for automated drivin The priority for authorities miht be derived from three success criteria thart can characterise the introduction and automated deployment of automated drivin: ble, llow and ccepted. ble refers to the capabilities of the vehicle iven the road type, vehicles to refer certain traffic and situational conditions, and includes the state of and to programmed functionalities provided by physical and diital infrastructure. llow concerns reulation that prescribes where and what level of automated models of drivin is allowed. inally, ccepted is about adoption and usae of automated drivin by citiens, vehicle drivers and other road users. behaviour and lthouh all three s are relevant and necessary on their ow, updated maps they are also stronly related. or eample, a system that is not or insufficiently ble or llowed will not be ccepted. oreover, within their a system that is ble but not llowed or llowed but not ble, will algorithms probably never o in production for usae on public roads.

technoloy must be accepted and roramme of the uropean with a combination of technoloies trusted by society. ommission, is aimin to develop focused on evel hihly automated The matter of trust, which is a 2 interaction concepts for auto- vehicles. human concept, could be overcome mated drivin. ynamic vehicle platoonin, throuh a process of trials and specifically aims to infrastructure systems for adap- errors where vehicles with varyin provide solutions for manain tive traffic liht optimisation and derees of automation are tested automated vehicles in an urban neotiation alorithms and sched- physically, either in closed environ- environment, focusin on the tran- ulin prorams would contribute ments, on public roads, or virtually. sition stae where there is a mi of to increasin traffic and enery The matter related to technoloies non-automated, automated andor efficiency, improvin utiliation of of automation, instead, should be connected vehicles in the network. infrastructure capacity, and pre- supported by, for eample, a bold The core of the proect is to manae ventin or mitiatin danerous sit- advance in the development of automated vehicles at sinalied uations involvin pedestrians and nvisible-to-isible interaction 2 urban intersections and corridors or cyclists. for automated drivin.

I2V AND MAVEN By combinin information from sensors outside and inside the vehicle with data from the cloud, 2 would be an enabler to allow automated cars to see where eyes cant see, around the corner and farther down the road. anain utomated ehicles nhances etwork, a €3.1 billion proect that was launched in September 2016 under the orion 2020 esearch and Hyundai automated nnovation ramework car during a test 54 thinkingcities.com

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DO PEOPLE NEED time. ehicles will also co- AUTOMATED VEHICLES? eist with other types of non- , however, is not ust <5 years motorised road users, such technoloy. t also tries to as manually driven vehicles, solve the above-mentioned pedestrians and cyclists. citiens matter of trust in ithin this frame, the >5 years and relation to automated vehi- <10 years proect developed a cles. ndeed, to ain a eneral roadmap for the introduc- understandin about citiens tion of road transport auto- perception and epectations >10 years and mation to assist local road with respect to the automa- <15 years authorities in understandin tion on roads, surveyed potential future chanes in MAVEN 209 respondents from over 30 their role and in the tasks of countries. The responses were >15 years and traffic manaement at vari- 20 years reassurin, as they clearly < ous phases of the transition. indicated hih epectations oreover, it identifies all the with respect to the benefits of steps to be taken by policy automated vehicles. >20 years makers, road-authorities, ost respondents about and stakeholders on the 5 are shown to epect route to a hih penetration improved road safety, about 0% 10% 20% 30% 40% of hihly or fully infrastruc- half of them epect better pre- ture-supported automated diction of traffic flows and one vehicles. third travel time savins. t is then Figure 1: When do people think that 10% of The roadmap not only considers interestin to notice that respond- all traffic in cities will be automated? political, institutional and orani- Only 3% of respondents expect that it ents also affirmed they would spend will happen in the next five years, 32% sational aspects, but also focuses their time in an automated vehicle respondents within 10 to 15 years. An on priorities related to the safety workin on tablet or smartphone, fol- interesting fact is that 25% of respondents and comfort of special cateory lowed by readin a book or sleepin. expect it for more than 20 years. The road users such as public transport The most important obstacles on survey also confirmed, that the actual vehicles, vulnerable road users, benefits of automated driving depend the road to automated vehicles have on the overall city policies focusing loistics vehicles, and emerency been identified as well: cybersecurity not only on automated vehicles, but vehicles. privacy concerns and the lack of a re- also, for example, shared economy and ulatory framework are still a restraint electromobility. More detailed analysis HOW TO MAKE IT WORK to trust onnected utomated will be available in the public deliverables n order to achieve positive effects of the MAVEN project. ehicles s. Takin into account from automated vehicles, munici- the actual state of technoloy or le- palities must actively develop ways islation, people responded also to the but also from that of road authorities, to make best and most sustainable question when they believe that 10 the transition path to a cooperative, use of available transport modes, of all traffic will be automated. The connected and automated world discourae urban sprawl, and if pos- results can be seen in iure 1. still looks uncertain. nevitably, con- sible limit the amount of individual ventional, ooperative ntellient car drivin that people can do usin ROADMAP FOR FUTURE TRAFFIC Transport Systems -TS, automa- some form of incentives. iven the MANAGEMENT SYSTEMS tion equipped vehicles and roadside diversity of cities across urope, it is ot ust from citiens perspectives, equipment will co-eist for some essential to also consider different approaches towards facilitatin and reulatin automated drivin. In terms of infrastructure, many cities ot everythin can immediately be solved with technoloy. or have not yet expressed support for eample, artificial intellience is investing in traffic management systems strulin to make sense of traffic manaement plans iven their to facilitate automated driving diversity and cultural specificity. 55

Maven.indd 55 31/05/2019 11:14 lthouh it has been suested that A simulation environment communication between the traffic tested within MAVEN manaement system and vehicle could help to bride this ap, cities believe that the traffic manaer will still be needed, even thouh automated vehicles may increasinly manae themselves as a system. n terms of infrastructure, many cities have not yet epressed support for investin in traffic manaement systems to facilitate automated drivin. ther cities, especially the ones implement- in Smart ity strateies, are put- tin into place new sensors, diital infrastructures and other technoloies, which could provide some of the buildin blocks for automated vehicles in the future.

NEXT STEPS will host a demonstration on the roads alonside a workshop on urban traffic manaement and automation on 6 une 2019 at the elmond utomotive ampus durin the TS uropean onress in Brainport indhoven, the etherlands. urin the closed-circuit demonstration, deleates will be invited to take a tour in the automated vehicle to witness its responses to requests Lane change and speed from the traffic liht controller to advice use cases in Germany chane lane andor speed. t will also be possible to see how the future with increasin levels and intersection controller will respond penetration of automated vehicles. FYI to information about the traectory This discussion has been con- Alessia Giorgiutti of the vehicle, causin it to chane ducted primarily within the three is ommunications the traffic liht sequence. stakeholder workshops ntern at S fter the tour, deleates will that took place between 2016 and Jaap Vreeswijk is Traffic be invited to the roadside display 201. oreover, two key proect rchitect onnected demo where the two aspects will deliverables will be available at utomated rivin at be further hihlihted: traffic con- the event: Transition oadmap traffic manaement trollers requests and responses and hite paper - anaement of Ondrej Pribyl is ead of to the vehicle will be visible on a automated vehicles in a smart city epartment of pplied dashboard and vehicles responses environment. athematics at ech will be observed throuh a live vid- For more information on Technical niversity in raue eostream of the traffic on the road. the event visit: www.polisnet- The workshop will provide an work.eu/publicevents/623/61/ Klaas Rozema is nternational opportunity to discuss the role Urban-traffic-management- esearch irector at ynniq of the urban traffic manaer in a and-vehicle-automation 56 thinkingcities.com

Maven.indd 56 31/05/2019 11:14 This section focuses on mobility for urban economic development and social policy. This includes accessibility of transport for the mobility impaired and accessibility to basic services for everyone; the financing of public transport and transport projects generally; and regulation, planning and governance Access Access o Urban Mobility o 7th EU SUMP Awards: Basel, Dresden & Greater Manchester

Dividers.indd 73 31/05/2019 11:16 The fruits of our labour Why urban mobility is important to the future of cities, by Jaanaki Momaya

he past few years have seen an urban mobility boom in cit- Ties around the world looking to offer choice to their citizens. Technological advancements have accelerated mobility alternatives offering convenience and immediacy, and are challenging the urban mobility landscape for the better. Many of these solutions are key to the future development of cities. For the first time in human history, over 75% of the European population are living in cities and this is expected to grow to 80% by 2050. As cities continue to expand and city populations continue to grow, mobility will become even more vital to the quality of life for residents. Issues such as population density, congestion, pollution and sustainability are causing a headache for cities that may be alleviated by innovative urban mobility options. This has all happened over the past decade. While cities were continuing to improve local public transport offerings, including underground and sharing more. From home lend- looking to innovate their industries. By trains, buses and trams, a gap in the ing, reselling, talent-sharing to co- building upon a foundation of big data, market still existed; one between working, peer-to-peer lending and companies can now provide efficient public and private transport. On top ridesharing, the sharing economy has services and products that are tai- of this, people today are demanding allowed companies to take this a step lored to what people want and when more sustainable, healthy, convenient further and develop a new concept they want them. Both the sharing and and digitally friendly solutions. of ‘shared mobility’. This in turn has digital economies have grown suc- shaped the idea of ‘urban mobility’ cessfully by catering their services, STIMULATING THE into the term frequently used today to goods and platforms towards what NEW URBAN LIFESTYLE refer to the new generation of alterna- consumers want and this will be criti- A key driver has been the rise of the tive transport solutions designed spe- cal for urban mobility brands looking sharing economy. Responsible for cifically for urban life. to shape the cities of the future introducing the concept of sharing This shift towards urban mobility goods, services and property, the has also been influenced by the digi- MEETING THE DEMANDS younger generation have been quick tal economy; effectively using data is OF THE NEXT GENERATION to adopt the new trend of owning less a vital component for companies Changes in consumer attitude have 58 thinkingcities.com

Lime.indd 58 31/05/2019 11:15 emission levels and improve air quality. Congestion is a significant issue to

cities looking to lower these pollution Access levels; large numbers of cars, lorries and buses are sitting idle in long traffic queues and emitting huge quanti- ties of dangerous air pollutants. With more studies highlighting the consequential serious health risk to residents, cities must address the issue now and work collaboratively with urban mobility brands to find URBAN MOBILITY Lime e-bikes are just emission-free solutions. Cutting down one of many urban on the number of private cars used in mobility options cities is a progressive step but it is dif- ficult to implement a full ban. Urban paved the way for the growth of urban a high quality of life; this includes cut- mobility companies should actively mobility solutions. Consumers are ting down on the use of private cars work together with policymakers now more open than ever to the idea and lorries, campaigning for better and industry leaders to figure out a of sharing, whether it be using co- cycling and pedestrian infrastructure solution to integrating new mobility working spaces, sharing and rent- and advocating the use of light, elec- alternatives into the existing trans- ing homes, or even sharing tools tric vehicles such as dockless bikes. port ecosystem in a city. Not only with neighbours via apps. This is now Whereas owning a car was previ- can urban mobility companies offer translating into urban mobility with ously a mark of status and symbol- carbon-neutral transport alternatives, city residents willing to rideshare, car- ised freedom and access, people are but they can also help ease over-use pool or use shared vehicles like bikes now choosing to value convenience of public transport, creating a city or scooters to get to where they need and affordability. A car is no longer a transport system that runs smoothly. to go. necessity and to avoid the high costs The pace of city living has also of purchasing and maintaining a car, LOOKING FORWARD meant that consumers are now pri- as well as insurance and parking, The urban mobility options we see oritising convenience and immediacy people are choosing to become urban today are only just the beginning. in order to maintain their modern optimists with affordable, sustainable Technology will continue to innovate lifestyles. Because of this, more com- mobility options in their cities. the transport and mobility scene and panies are being forced to provide influence how cities continue to grow quick, on-demand services that cater SOLVING URBAN CHALLENGES and develop with them. With younger to customer wants and needs feeding Cities across the globe all have simi- generations - and others - willing to the success of many urban mobility lar issues of congestion and popula- embrace the benefits of urban mobil- brands who are providing convenient, tion density, with authorities trying ity solutions, it’s clear cities need quick and low-cost options where tra- to find innovative and transforma- to adopt this innovative approach to ditional transport cannot. tive solutions to becoming a ‘smart mobility and consider how they can city’. One of the key requirements is work with companies to ensure cit- CREATING NEW ensuring there are efficient and sus- ies become smarter, fighting against URBAN OPTIMISM tainable mobility options that support issues such as congestion and pol- As cities continue to grow, the ‘urban the needs of residents; many experts lution. Prioritising the development optimist’ movement is being propelled emphasise that affordable and easy of urban mobility will only positively forward with more people choosing access to working and leisure activi- shape the cities of the future - it’s an to support alternative urban mobil- ties is important to improving quality exciting space to watch. ity solutions that tackle issues such of life. as congestion, affordability, pollution Quality of life is also heavily linked and sustainability. Residents are con- to the serious global issue of city pol- FYI sciously choosing to consider their lution levels, with many in the indus- Jaanaki Momaya is UK personal impact on their city and how try seeing urban mobility as a vital General Manager of Lime they can help create a home that offers component in helping cities to reduce 59

Lime.indd 59 31/05/2019 11:15 Excellent planning Polis President, Transport for Greater Manchester, won the 7th EU SUMP Award, while Dresden and Basel were the runners up at a ceremony presented by European Commissioner for Transport, Violeta Bulc, in Brussels on 21 March 2019. Thomas Mourey takes a look why the three cities were successful in the face of stiff competition

Finalist of the 7th SUMP Award: Basel, Switzerland

In brief sustainable urban mobility planning. mobility in a particular context that Transport planning in the Canton of Basel has a long history of pro- involves differences in policies, lan- Basel-Stadt in Switzerland impressed moting sustainable urban mobility guages, transport rules and planning the jury of the European SUMP Award: and multimodality. As the canton lies approaches. Despite these challenges, the jury named Basel as a finalist of just on the border with two European Basel developed an outstanding plan the 7th SUMP Award recognising how neighbours Germany and France, the integrating the region’s transport sys- Basel emphasizes multimodality in its local authority plans transport and tem into a single operating network 60 thinkingcities.com

SUMP.indd 60 31/05/2019 11:17 that connects three privately owned cars by 2020. This was enables the canton to adapt targets urban areas. incorporated into the Environmental and plan for new developments and

Protection Act. technologies. Access Context Based on these requirements, four The canton Basel-Stadt has put a lot Urban mobility plan- overriding goals have been defined: of effort into integrating multimodality ning has a long 1. Increase qual- in its sustainable urban mobility plan. tradition in Basel. ity of life and livability The main motive behind is to reduce Promoting the use 2. Further improve accessibility commuter traffic and limit congestion of different modes 3. Increase safety during peak hours while promoting including cycling has 4. Ensure cost effectiveness sustainable, eco-friendly and space- been a major objec- efficient alternatives. tive of the authorities This translates into measures favour- For example, a Combi-ticket system SUMP: BASEL, DRESDEN, GREATER MANCHESTER since 1975. Thanks ing sustainable and space-efficient for car parking and public transport to continuous ini- transport modes not only for short (https://www.tnw.ch/service/city- tiatives, the current trips within the canton but also for park-and-ride) was implemented to modal split in the longer trips, for which convenient, encourage people moving in the city canton Basel-Stadt efficient and sustainable alternatives without their cars. is balanced and are available. The most effective and durable shows that longstanding efforts to measure has probably been the crea- promote public transport and active In action tion of the Pendlerfonds (commuter travel modes have been effective. The implementation phase began fund) that collects the revenue of In 2015, the canton of Basel-Stadt with an action plan for 2015-2017 that parking management. accounted for the following modal included specific measures and pro- This fund is used to finance projects split: cars 22%; public transport 27%; jects for this period of time. In June within the whole tri-national agglom- cycling 17%; walking 33%. 2018, a report analysed the status of eration of Basel that have a proven Basel’s first Sustainable Urban implementation and achievements positive effect on commuter traffic Mobility Plan (SUMP) is currently in of those first measures. It went on to and from Basel. Among the pro- the implementation phase. It aims at to define the measures and projects jects funded and implemented in this making the canton even more attrac- scheduled for the next three-year framework was the creation of Bike tive for citizens, visitors and busi- period covering 2018 to 2021. This & Ride (B&R) and Park & Ride (P&R) nesses. At the heart of the SUMP approach allows Basel to keep a flex- facilities in strategic regional railway are the goals defined in the cantonal ible yet efficient approach by planning, stations throughout the agglomera- constitution: implementing and monitoring differ- tion of Basel. These initiatives aim at ● Ensure safe, cost-effi- ent measures at the same time. It also making sustainable alternatives for cient, eco-friendly and energy-saving mobility; ● Prioritise public transport; ● Advocate for attractive mobility services within the agglomeration, fast connections to the Swiss centres and connection to international transport links.

The SUMP is also considering the cantonal environmental goals: to protect people and the environment from noise and other unpleasant and harmful emissions. Additionally, the results of a referendum held in 2010 reinforced the sustainable approach of the canton Basel-Stadt in its transport planning process. Citizens voted for a 10% decrease of the traffic flow of 61

SUMP.indd 61 31/05/2019 11:17 commuting more user-friendly and straightforward. Since the fund has been established in 2012, a total of 394 bicycle parking spaces and 966 car parking spaces have been co-funded at a number of railway stations. Basel is planning for the whole tri- national agglomeration. In addition to the P&R and B&R facilities, two tram- way lines have been extended to the neighbouring countries, to Saint Louis in France and to Weil am Rhein in Germany, facilitating seamless cross- border commuting. It is foreseen to further expand and optimise Basel’s transnational connections through the improvement of the regional railway network (S-Bahn).

Results Positive results have been obtained by implementing measures from the SUMP in the first three years. Some examples include the reduction of car traffic on urban streets while witnessing economic growth in the canton. Basel also receives outstanding ratings in surveys capturing people’s assessment of the quality of life in their city, and accounts advanced accessibility of the region, especially with public transport. A significant increase in the number of cyclists and the noticeable improvement of road safety and air quality are further improvements suggesting the effectiveness of the transport strategy and the SUMP. Car ownership in Basel is below inhabitants of the canton Basel-Stadt inspirational character of the canton. average with 334 private cars per 1000 but also the surrounding region and, The jury highlighted the fact that Basel inhabitants. About 52% of the house- at a bigger scale, the climate. can be considered by other European holds are car-free and use or combine cities as good practice example in urban various transport modes. Challenges, opportunities mobility planning. Basel is a demon- The system to review, adapt and and transferability stration that a planning urban mobility define specific goals and interven- Shared mobility services are develop- on the long term delivers results. tions every three years enables the ing in Basel and various car-sharing authorities to consider new techno- companies operate. These services In depth logical developments and respond to will be further extended to include Basel’s finalist video: https://www. new trends through the plan of action. sharing electric vehicles, e-bikes, youtube.com/watch?v=IhDuCqZharg It is expected that, by continuing to bicycles, e-scooters and cargo bikes. follow the SUMP and implementing The selection of Basel as one of the SUMP Plan: http://www.mobilitaet. the measures, targets will be met, three finalists of the 7th EU SUMP bs.ch/gesamtverkehr/verkehrsstrat- and results will benefit not only the Award on multimodality reflects the egie/verkehrspolitisches-leitbild.html 62 thinkingcities.com

SUMP.indd 62 31/05/2019 11:17 Dresden: planning for multimodality and measuring the results Access SUMP: BASEL, DRESDEN, GREATER MANCHESTER

In brief East Germany and has more than The general objective of the SUMP Dresden (Germany) was, again, 500,000 inhabitants. The city has been is to develop a “sustainable urban and named one of the three finalists developing and implementing trans- regional transport system, a more of the 7th European SUMP Award port plans for the last 70 years under attractive and liveable, efficient city that was presented by European different political systems. with higher road safety” which can be Transport Commissioner Violeta Bulc Dresden’s transport challenges declined in four priorities: on 21 March 2019. After Dresden’s derive in the context of recent growth 1. Sustainable and eco-friendly approach to monitoring and evalua- of the population and densification transport and mobility for tion was commended four years ago, of the urban area, economic devel- citizen and the economy the city now impressed the jury once opments and an increase of energy 2. Socially just partici- again with forward-looking planning, prices that all impact urban mobility. pation in mobility this time addressing multimodality in Air quality and NOx emissions, traffic 3. High quality and efficient transport planning. noise and road fatalities and injuries integrated transport systems The city of Dresden adopted its first are pressing challenges. The emer- to reduce the use of natural SUMP “Sustainable Urban Mobility gence of new mobility services require resources for transport purposes Plan 2025plus” in 2014, which is cur- the authority to address new issues 4. Open and inclusive planning rently in the evaluation phase. First such as digitisation and automation and decision-making process, results show that Dresden achieved of transport, data collection and man- involving the population and most objectives, and even exceeds agement as well as coordinating with different experts and groups. them. new players in the mobility market. Dresden’s SUMP aims at respond- In action Context ing to the aforementioned issues in a Facilitating multimodal transport, Dresden is a city located in the former resource-efficient way. called “multimobility” by the city in 63

SUMP.indd 63 31/05/2019 11:17 its communication with citizens, is a key component of Dresden’s SUMP. The flagship communication campaign led by the city administration is called “Multimobil. For you. For Dresden.” The city addressed the various transport modes, and the connection between those, in a number of interventions: ● To foster active mobility, Dresden adopted a bicycle concept and is working on the publication of a dedicated walking concept. These sepa- rate documents complement the SUMP and path the way for the development of a pri- oritised route network, the improvement of signage and facilities as well as the improvement of safe infrastructure. in real-time and for all transport ser- many of its targets, one of the city’s ● To enhance public trans- vices. Ultimately, such improved offer next challenges will be to continue port, Dresden made plans shall make alternatives to the privately planning for mobility in order to reach to increase accessibility and owned car a reality for more people, even more ambitious targets. To create three new tramlines. contribute to a decrease of emissions achieve this goal, the city of Dresden ● New mobility services are and a better use of urban space. wants to seize the opportunity given addressed consciously: To by the digitalisation of transport. For avoid that car-sharing replaces Results instance, the local authority plans to trips previously taken by public First evaluation results were reported develop a Multimodal App which will transport, by bike or by foot, in July 2018, looking at both the pro- integrates information, booking and Dresden decided against free- cess and the results of implemented ticketing solutions for public trans- floating car sharing schemes. interventions by 2017. Out of 90 fore- port, car-sharing, bike-sharing, elec- To enhance mobility options but seen measures, half are currently tric charging and parking. not to increase inner-city car being implemented, one quarter have The city of Dresden is also a great trips, only station-based car been completed, 10% have not yet example for other European cities, as sharing has been introduced. begun and four measures have been attested by its selection among the ● Dresden elaborated on dropped. three finalists of the 7th EU SUMP alternatives to trucks and Results show that the growth in Award. vans and to keep its cargo- the population is no longer accompa- In addition to its recognised capac- tram running along with the nied by linear increase of cars in the ity for planning for multimodality, promotion of cargo-bikes. city. The cumulated modal share of Dresden stands as an example for public transport, walking and cycling developing a SUMP and especially for To facilitate the combination of dif- accounted to 61% and is expected conducting the evaluation process. ferent transport modes within one to reach 63% by the next evalua- trip, Dresden is now introducing a tion in 2020, exceeding the SUMP’s In depth network of 76 intermodal mobil- original target of 58%. The number Dresden’s finalist video: ity hubs. The first “MOBI” mobility of car-sharing users increased by https://www.youtube.com/ hub opened at the occasion of the 80% between 2013 and 2017 while the watch?v=ImRtkLn_CMY 2018 EUROPEANMOBILITYWEEK. number of shared cars grew by 62%. “MOBIs” are central places where SUMP Plan: https://www.dres- public transport offers meet bike- Challenges, opportunities den.de/media/pdf/stadtplanung/ sharing, car-sharing and e-charging. and transferability verkehr/VEP_2025plus_-_Ein_ Transport information will be provided As Dresden already managed to reach Ueberblick_EN.pdf (English version). 64 thinkingcities.com

SUMP.indd 64 31/05/2019 11:17 Greater Manchester: Using SUMP to make urban mobility multimodal Access SUMP: BASEL, DRESDEN, GREATER MANCHESTER

In brief residents. The metropolitan area is Manchester is to plan for all modes in Greater Manchester was recently the country’s first combined author- order to reduce the modal share of the awarded the 7th Award for ity, representing 10 local authorities private car. Sustainable Urban Mobility Planning (i.e. districts) and their leaders, work- (SUMP Award), which focused on ing together and chaired by a directly In action multimodality, during the European elected mayor. To respond to the challenges identified Sustainable Mobility Award Ceremony The combined authority deals with a by Transport for Greater Manchester held in Brussels on 21 March 2019. variety of urban policy areas, including during the SUMP preparation process, From the three SUMP Award finalists growth, quality of life, environment, a clear dedicated plan was adopted for (which included Basel and Dresden), and technology & innovation. When it decreasing private car use and provid- the British metropolitan area proved comes to mobility challenges, Greater ing more sustainable alternatives for to have the most developed concept Manchester faces problems that are local residents. and ambitious targets in achieving a common to many European metro- The metropolitan region is currently multimodal transport system cover- politan areas, such as a high number implementing its first SUMP, which is ing both the inner city and the outer of individual car trips causing traffic accompanied by a five-year delivery territories of the metropolitan area, jams, and deteriorating air quality. plan including a defined set of desired and also demonstrated its strong sup- Currently, 2.5 million short trips of outcomes measured by a set of Key port to the use of active modes. 2km or less are made every day, and Performance Indicators. Regular The overarching 2040 Transport 45% of these trips are made by car. monitoring of these indicators allows Strategy (i.e. its first SUMP) detailing Furthermore, there are 1.7 million Transport for Greater Manchester to the long-term ambitions of Transport daily car trips to destinations across adjust course, depending on issues for Greater Manchester (TfGM) cov- the Greater Manchester area that are such as available funding and emerging ers all important aspects of sustain- longer than 2km and do not start or fin- political priorities, while still working able urban mobility planning, and can ish in the regional centre. Additionally, toward the long-term strategy aims. serve as a positive example for the the fragmentation of mobility solu- Within the Greater Manchester 2040 many European cities that don’t yet tions is a barrier to rapid and seam- Transport Strategy, TfGM’s targets are have a clear, long-term plan. less trips in Greater Manchester. This itemised by spatial theme. This classifi- shows the necessity of planning for cation of targets helps take into account Context all modes, to cover a larger regional the different types of journey made Greater Manchester is a large area than the immediate city foot- on the network in a modally agnos- polycentric city region of 2.79 million print. The approach chosen by Greater tic way, avoiding a planning approach 65

SUMP.indd 65 31/05/2019 11:17 restricted to modal silos and allowing to “design streets which balance the positive long-term structure, as dem- for the adaptation of objectives and movement of people and goods with onstrated by its selection for the 7th measures to certain types of trip and the creation of more people-friendly EU SUMP Award for multimodality. specific areas of Greater Manchester. places.” This approach for the move- Moreover, the region has already There is a strong emphasis in the ment of people and goods has ambi- achieved a significant modal shift over Greater Manchester SUMP on enabling tious goals offering a comprehensive the last two decades, substantially people to travel more easily and safely and consistent cycle network, a reliable growing its regional centre economy on foot and by bicycle. Achieving this will and accessible bus network, reliable while reducing traffic levels. This has help to increase levels of physical activ- freight access routes and to harness been achieved partly through transport ity, as well as reducing the significant new mobility innovations. investment stimulating an accessible number of very short car trips currently In order to develop its SUMP, urban core, which has in turn attracted made in local towns and neighbour- Transport for Greater Manchester has business investment, thus launching a hoods, making them more attractive worked in partnership with the differ- cyclical agglomeration process. places to live. This will, in turn, reduce ent public transport providers operat- harmful emissions and traffic noise. ing in the urban area, and has created Challenges, opportunities The ambition of Transport for a multimodal and multi-operator and transferability Greater Manchester within this area ticketing structure, called “System Greater Manchester’s vision for 2040 is “to create a comprehensive net- One”. This is being further enhanced is to reduce car use to no more than work of on- and off-road walking and by TfGM’s multimodal smart ticket- 50% of daily trips, with the remaining cycling routes that make it easier and ing platform “Get Me There”, allowing 50% being made by public transport, safer for people to walk and cycle to customers to purchase travel tickets walking, and cycling. Through exten- key local destinations, such as local using a smartphone or a smartcard, sive scenario testing, their analysis centres, jobs, healthcare and educa- and to travel seamlessly across oper- suggests that achieving this vision tion, for leisure purposes and for local ators. Furthermore, a simpler zonal will enable the metropolitan author- transport access”. The first step was fare structure is being introduced ity to deliver growth ambitions, with- the publication of a detailed, Greater imminently on Metrolink (i.e. the local out increasing overall traffic levels, Manchester-wide walking and cycling light rail system, owned by TfGM) to despite the fact that the population infrastructure proposal, in collabora- improve ease of understanding fare is growing rapidly and the city is tion with all 10 local authorities. This structures for customers, preparing becoming an important international followed a proposal made in 2017 for integrated fares in future, required centre. by Greater Manchester’s Cycling for the development of a Mobility as a Without a doubt, the case of Greater and Walking Commissioner, Chris Service (MaaS) platform. Manchester is an excellent example Boardman, MBE, the Olympic gold of how a well-planned SUMP can help medal-winning cyclist. Results a metropolitan region to improve its Further to the promotion of active Greater Manchester is at the starting urban mobility situation with creative modes, TfGM has adopted a sub-strat- phase of implementing its SUMP, but and well-integrated plans. egy called “Streets for All”, which aims the planning approach has a clear and In Depth SUMP – Transport Plan 2040: https://www.tfgm.com/2040 Introductory video about the SUMP of the region: https://www.youtube.com/watch?v=cl6fiVWFNTY

Manchester 7th SUMP Award video: https://www.youtube.com/ watch?v=BkgfMaEjlCs.

FYI Thomas Mourey is Project Manager at Polis

66 thinkingcities.com

SUMP.indd 66 31/05/2019 11:17 This section addresses road safety and the security of transport systems. It covers road safety policies, addressing all categories of road users and supporting the development of innovative solutions. It also covers Safety & Security technological innovations contributing to the improvement of road safety Safety & o ISAAC Security o Bluetooth Low Energy Urban Networks

Dividers.indd 89 31/05/2019 09:49 Travel behaviour is in your head

National road authorities funded research to understand user needs in a multimodal transport system. Alessia Giorgiutti investigated what the new tool in town can do for planners, what is known about Europeans’ attitudes towards walking, cycling and new mobility services, and why it is wishful thinking that our travel choices were conscious. 68 thinkingcities.com

ISAAC.indd 68 31/05/2019 11:18 Transport Safety & Security

How rational are people when deciding about transport? People think that they make choices that after all are the best for them, given their situation and experience of constraints and opportunities. To a certain extent, they are right: For everyday travel, most of the deliberation is spent on the first trip. After that, we think less about it, which makes sense. You could not function in life if you every day woke up and spent time and mental energy on deciding between all possible ways of getting to work. So that initial ISAAC decision is crucial. But even if this decision is deliberate it can still be biased or based on lacking knowledge of alternatives. We do, after all, carry with us both habits and attitudes when solving this challenge” – Aslak Fyhri, TØI

omfort, safety, distance, While we know there is a positive physical effort and overall correlation between infrastructure Cindividual personal features for active modes and their usage, influence how we move. But it is also the direction of effect is less clear. a matter of habits. According to the Does more infrastructure induce World Health Organization (WHO) more active travel, or is infrastruc- physically active young people more ture simply following the demand readily adopt healthier behaviours, that is already there and being built including changing their travel where people generally walk and mode choice towards more walking cycle more? Does infrastructure and cycling. determine travel behavior? What role do subjective and psychological factors play, how different do user perceive the options they have got? What makes us (not) move? To understand travel mode choices, researchers within the ISAAC project examined the psychological determinants for mode shifts, and especially the process of how people take up alternatives to driving their private car. ISAAC was funded under the research programme “User Needs in a Multimodal Context” of the Conference of European Directors of Roads (CEDR). The project brought together various disciplines including health, environment, transport, urban planning and road safety to find out how to achieve modal shift in favour of walking and cycling 69

ISAAC.indd 69 31/05/2019 11:18 Fact sheet preview: interim design strategies Authors: Regine Gerike & Rico Wittwer, Technical University Dresden, Germany Innovative solutions require courage, various stakeholders might have reservations. Interim design strategies help to overcome these issues. They might serve as a bridge to concerned stakeholders and help to build support for a project. Interim design strategies allow communities to get engaged and to actually experience change within a short period of time and based on low-cost solutions. Examples of use: • Ciclovia in Bogota and other cities in Colombia which inspired similar activities all over the world • Sunday Streets in San Francisco, see http://www.sundaystreetssf.com/ • Bike corrals in Portland (Meisel 2009) • Parklet programmes in many cities in the U.S. (Loukaitou- Sideris et al. 2012, NACTO 2012, Pratt 2012) • New York city plaza programme (NACTO 2012) Mode change effects: Interim design strategies pursue different objectives. … Pratt (2011, see also Birdsall 2013) finds for the San Francisco parklet programme that pedestrian activities increased substantially in some locations but only moderately in others. The number of people stopping to engage in stationary activities substantially increased in all locations. Provided bike racks were Pedestrianisation is well received. This might have increased cycling in the area. No problems adapting city centres were reported in terms of drops in customers for local businesses. to new lifestyles and Effects on safety and security: new needs No effects of interim design strategies on safety and security have been reported to our best knowledge but positive effects can be expected as most interim design strategies contain elements of either speed reduction for motorized vehicles and/or reduction of traffic volumes. Interim design strategies need to comply with all design rules that apply to permanent solutions, particularly in terms of ranges of vision, tangibility, trafficability and usability for all parts of the street and all user groups.

– without compromising road safety, research, modal choice is deter- social security and comfort. mined for a considerable part by “People often assume they are habits. Getting to work, to school making choices that are best, and or to the restaurant is a repetitive most rational for them, including habitual behaviour. Transport mode their transport choices. However, habits can therefore “cut” conscious rationality inevitably meets both decision-making. habits and attitudes to find a fit- The ISAAC project consortium ting solution to any transport described these processes in the information about alternative challenge”, explains Aslak Fyhri, integrated behavioural model: choices is most effective. research psychologist at the Travel behaviour is most likely con- Norwegian Institute of Transport sciously evaluated if a mode choice ACTIVE MODES ARE Economics TØI. According to the is not habitual yet, or has been ALL DIFFERENT most recent wave of behavioural disrupted. Under these conditions An extensive representative user 70 thinkingcities.com

ISAAC.indd 70 31/05/2019 11:18 Transport Safety & Security

Fact sheet preview: land use planning Author: Tim De Ceunynck, VIAS The mode choice of people is influenced by the location and accessibility of a destination. By combining transportation needs and land use planning, the travel patterns of people can be influenced, potentially reducing the negative impacts of low-density and mono-functional living centres. Following the example of Curitiba (Brazil), cities that apply the design method known as Transport Oriented Development (TOD), which concentrates urban development around public transit hubs and link areas of development together using high-quality public transit lines, could easily harmonize

transports with land use by making security and safety two top priorities. ISAAC Effects on safety and security: One of the main goals of land use planning is to reduce the number of trips made my motorized vehicles. This may reduce the crash risk exposure of people. A study by Xu et al. (2017) on the relationship between the ratio of job opportunities and housing in Los Angeles (USA) showed that if the number of jobs in an area reduces compared to the number of houses, people are exposed to a higher risk of getting involved in a crash due to longer travel times. Therefore, it can be concluded that a well-designed land use plan can indirectly contribute to increasing the overall road safety through a reduction of exposure.

reasons not to walk more frequently what impact transport interventions for short trips differ strongly from have on modal shift and on road not cycling more often. For cycling, safety. The PedBikePlanner con- road safety is the main barrier, tains fact sheets about interventions while for walking, travel time is per- supporting modal shift. ceived too long. “It may seem trivial, The factsheets include research but cyclists and pedestrians are not results on their impact as well as the same species. So we also have examples of successful application to treat them differently”, says Tim around the world. Information is de Ceunynck, researcher at the available, for interventions such as Belgian VIAS institute who analysed interim design, pedestrian cross- the data. “While lowering any bar- ings, walking strategies, 30Kkm/h rier will have benefits for both, the speed limits, bicycle sharing sys- study makes it clear that a powerful tems, bicycles right turn on red or strategy aimed at boosting cycling awareness campaigns to name just will be different from a strategy for a few. walking”, he says. Additionally, the webtool provides tailor-made recommendations: A NEW TOOL TO IMPROVE Based on a city’s characteristics DECISION-MAKING the tool suggests which are the In May 2019 on the occasion of a most promising measures to boost survey was carried out within the conference concluding CEDR’s cycling and walking in that city. The ISAAC project in nine European research programme on multimodal PedBikePlanner advises based on cities, i.e. Ghent, Liège, Tilburg, transport system, ISAAC launched local conditions such as on cur- Groningen, Trondheim, Bergen, its final tool: the PedBikePlanner is rent travel patterns and modal Düsseldorf, Dortmund and Berlin. a tool that provides planners with split, road safety and environment, It has been found that people’s evidence-based information about population and policy ambitions. 71

ISAAC.indd 71 31/05/2019 11:18 Fact sheet preview: walking to public transportation Authors: Balazs Nemeth & Dagmar Köhler, Polis Walking plays a pivotal role to cover the first and last leg, or “the last mile”, of an urban journey, however, it is the forgotten mode of a multimodal trip. Travel surveys often do not count walking that is done as part of a multimodal trip and the planning scope of public transport operators does traditionally not include how their customers reach and leave a public transport stop. Facilitating walking to public transport stops is essential for any transport system to be multimodal. Safe and comfortable access to public transport facilities is the backbone of a system that provides alternatives to the use of the private car. Mode change effects: Distance to a public transport stop has proven impact on modal choice. In Madrid, the ratio of metro rides per person gradually declines with distance from a metro station to home, from 0.55 rides per person in the first 100 metres to 0.06 at 1500 metres. Decrease is linear and shows that the ratio of rides per inhabitant falls 6.9% with each additional 100 metres of distance (García-Palomares et al., 2013). Based on a dataset from 10 communities in the metropolitan area of Tyne and Wear in northeast England, Aditjandra et. al. found that … changes in walking are determined mostly by built-environment. To promote walking to public transport, policies must focus on changes to the built-up environment and address safety, accessibility, and the sociability of the environment (Aditjandra et. al., 2016). Effects on safety and security: Improving walkability to public transport stops includes to consider safety of pedestrians. The reallocation of public space around Strasbourg’s central station for example resulted in safe infrastructure for pedestrians, but also for vehicular traffic. Pedestrians coming to and from the public transport station no longer walk on the roadway travel lanes as they pass other pedestrians.

Implementation costs are also Tim de Ceunynck, researcher at VIAS considered in the recommenda- institute, Belgium. FYI tions. The tool is available via www. “Walking and cycling have an Alessia Giorgiutti is pedbikeplanner.eu to use free of instrumental role to play in making Communications Intern at POLIS charge. our cities healthier, more liveable, ISAAC stands for “Stimulating “Before ‘PedBikePlanner’, trans- greener and cleaner. Tools that safe walking and cycling port planners needed to search can help cities to bring about modal within a multimodal transport through vast amounts of fragmented shift in favour of active travel, and to environment”. The project was information, which was very time- make more informed and evidence- implemented by SWOV (NL, consuming and biased. This tool will based policy decisions are much Coordinator), VIAS (BE), TU save them lots of time and improve needed”, said Karen Vancluysen, Dresden (DE), TOI (NO) and Polis the decisions that are made”, says Secretary General at Polis. (BE). ISAAC was commissioned by the CEDR Transnational Research Programme Call 2015 “User Needs in a Multimodal Context”. The programme was funded by the CEDR members from Germany, Netherlands, Finland, Ireland and Sweden. www.pedbikeplanner.eu

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ISAAC.indd 72 31/05/2019 11:18 www.h3bconnected.com

HouseAds.indd 22 10/09/2018 13:37 Low energy, high impact

Francisco Aletta explores the infinite possibilities of BLE Urban Networks and explains the origins and goal of Tetramax: Technology Transfer via Multinational Application Experiments

etramax (www.tetramax.eu) project (Bluetooth Low Energy (global positioning system), RFID, is a EU-funded innovation hub Urban Networks), which aims to UWB or Bluetooth. Tfor digitizing European indus- deploy accurate geolocation ser- GPS satellites continuously trans- tries in the domain of customised vices for smart mobility applications mit data about their current time and low-energy computing (CLEC). and several other market segments and position. A GPS receiver moni- Its mission is to boost innovation for in the Smart City. tors multiple satellites and solves SMEs in search of leading-edge dig- equations to determine the precise ital technologies and solutions. In ADVANTAGES OF BLUETOOTH position of the receiver and its devi- the framework of this programme, LOW ENERGY NETWORKS ation from true time. At a minimum, Etelätär Innovation (together with RTLS (Real Time Location Services) four satellites must be in view of partners Intelligent Parking and can be provided by using different the receiver for it to determine its Semab) is undertaking the BLEUN existing systems, such as the GPS position. 74 thinkingcities.com

Tetramax.indd 74 31/05/2019 11:18 Transport Safety & Security

For this reason, GPS devices clearly offers some net advantages reach energy consumptions of 200 for the needs of smart cities. mAh in many cases, which would be equivalent to 1 watt/hour. In terms BUILDING BLE NETWORKS

of CO2, if we calculate 8,760W of There are two kinds of BLE devices: yearly consumption for a device that beacons and receivers. Both can

is connected 24h/day, the CO2 gen- be fixed or mobile. Mobile beacons erated would be 5,694g, following are usually called “tags” or “track- the formula published by the EU. ers” and fixed receivers are often In comparison, a BLE Beacon only referred as “readers”, “nodes” needs 5µA, which translates in less when they are part of a network, than 1W per year, or 0.65g of CO . or “gateways” when they also send 2 BLUETOOTH LOW ENERGY URBAN NETWORKS Also, compared with RFID, due the information to the Internet. Of to the widespread adaptation of the course, there are many different Bluetooth standard, BLE solutions models, sizes and specifications for are cheaper and easier to integrate each of these devices. into other systems and everyday Smartphones can function both devices. as beacons or receivers, thus, six In fact, nearly all smartphones different combinations of smart- are already equipped with the tech- phones with fixed beacons, roam- nology. So BLE greatly simplifies ing beacons, receivers and software every step of the process when can be implemented to adapt to the smartphones and devices can be environment and the purpose of the used as part of the real time loca- network. tion system. Another remarkable characteris- We can find a similar situation tic of BLE devices is that they allow with UWB (Ultra Wide Band). This us to build networks using extended system is very attractive due to the MESH topology, where each device level of location precision afforded (node) transmits its own data as by ultra-wideband positioning sys- well as serving as a relay for other tems. This precision is achieved nodes. This topology is based on thanks to the ability to accurately non-hierarchical and dynamically measure the time it takes for an self-organise and self-configure encoded signal to travel from a network and was originally devel- transmitter to a receiver. However, oped for military communica- GPS signals are relatively weak and this precision comes at an elevated tions, providing a robust and easily can be easily blocked by mountains, cost, as much as 10 times more installed solution. trees, buildings, etc., thus the receiver costly than a Bluetooth (BLE) sys- The redundant nature of mesh device needs to allocate a certain tem. Finally, UWB is not available networks is an essential character- amount of energy to the antenna to in most smartphones currently in istic sought out, as in the event of a scan for these signals. A 2016 study the market, making it unsuitable for hardware failure, many routes are by computer engineering professors any application requiring the use of available to continue the network in the UK and Saudi Arabia found that these devices. communication process. Therefore, with a good signal strength, a battery Though BLE can certainly not high performance and scalable depletes by 13 percent while a weak totally replace GPS, RFID or UWB broadband networks can be built signal could cause the battery to drop in the market, as these systems at very low cost using a mesh net. up to 38 percent1. have some very strong use cases, it Autonomous roaming devices can BLE greatly simplifies every step of the process when smartphones and devices can be used as part of the real time location system 75

Tetramax.indd 75 31/05/2019 11:18 join the network and exchange data it. If the smartphone is in the and eco-Tourism, MOVERE brings with the nodes, extending this way range of at least three beacons together: the network coverage. it can determine its position with a high level of accuracy. ● Last-generation e-bikes with BLE APPLICATIONS: 3 - Tracking: The beacon is the 40-70+ km range per charge. THE BLEUN PROJECT roaming device and a series ● Easily portable, closed modu- BLE networks can be used to of receiver nodes detect the lar stations (e-hubs) allowing develop a scalable system able to signal and send this informa- e-bike storage and charging. provide a great variety of functions tion to gateways connected ● Ready-made booking and and services at low cost. These to the management centre management platform pro- services include outdoor location to determine the position viding real-time informa- services, assets tracking, proxim- of the roaming beacon. tion on available e-bikes ity marketing, POIs information and and empty e-hubs. eventually indoor navigation. From here, possibilities are endless, ● User-friendly mobile appli- for mobility, marketing, routing, cation stimulating usage, 1 - Proximity marketing: navigation, and almost any appli- interaction and gamification the customer (with a smart- cation that we can imagine. Using (specially customised for phone and specific app) this technology, the BLEUN project corporations’ CSR strategies). gets some info, or an app has allowed Etelätär Innovation to ● Low-energy, IOT-based is triggered when enters in deploy the MOVERE solution (http:// tracking for accurate point- the range of the beacon. etelatar.com/movere), an advanced to-point mobility. 2 - Positioning/navigation: system allowing the 360° operation The beacon is fixed in a known of private e-bike systems. Targeted position and sends a signal at business parks, intra-company FYI with a short information packet networks, university campuses, Francisco Aletta is periodically (i.e. every 30 sec- hotel and golf resorts, marinas Innovation Manager at onds) to identify itself. When a Etelätär innovation OÜ smartphone with a navigation NOTES [email protected] app enters the beacon’s range, [1] Tawalbeh, Mohammad & Eardley, it can calculate the distance to Alan & Tawalbeh, Loai. (2016). Studying www.etelatar.com the Energy Consumption in Mobile the beacon based on the power Devices. Procedia Computer Science. 94. Twitter: @etelatar_world of the signal received from 183-189. 10.1016/j.procs.2016.08.028. 76 thinkingcities.com

Tetramax.indd 76 31/05/2019 11:18 The local and regional level is where disruptive change and transport innovation can flourish and are happening. However, this requires good regulatory approaches which make sure that the current paradigm shift

does not undermine sustainable mobility policy goals. This section focuses Governance on an evolving mobility landscape with increased involvement of private Governance sector stakeholders and new public-private partnership o Cheshire & Merseyside o Bilbao, Arnhem-Nijmegen, Helmond & Stavanger-Sandnes o Trust & Sustainability

Dividers.indd 101 31/05/2019 09:50 he challenges brought by In our work, we have considered respond, adapt and grow when con- the global financial crisis of community resilience broadly, as fronted by such a threat. Particularly T2008 and the resulting impact being the ability of a community influential on our work has been this on local communities across the to withstand and recover after an definition by the Glasgow Centre for UK has meant an increased event or crisis. Population Health: “The capacity of focus on the role of community Other perspectives also draw on communities to respond positively resilience. But what is community this idea of the ability of commu- to crises… to adapt to pressures and resilience? nities to anticipate threats, and to transform.”

Developing resilient communities within The pursuit cities by Janet Ubido of happiness and Lisa Jones

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GOV Cheshire.indd 78 31/05/2019 11:19 In Cheshire community land trusts have been promoted Governance as a model that puts communities in the driving seat and is seen as part of the process of encouraging communities to become involved in Neighbourhood Plans GROWING INTEREST IN Plans for Halton Lea, Runcorn in Cheshire COMMUNITY RESILIENCE Here in the UK, since the financial crisis hit, we have seen reforms to our welfare system and cutbacks to public CHESHIRE AND MERSEYSIDE services because of sustained reductions in public spending. As a result, many local communities across the UK have experienced significant economic and social ‘shocks’. As we see in other countries around the world, the UK also has an ageing In keeping with the Urban Sustainability Transport systems and increased population and changing job oppor- theme of Meeting of the Minds, here mobility are not always good tunities, with a growing numbers of we focus on what we identified about for social interaction self-employed, entrepreneurs and the role of environmental approaches The damage that traffic does to social “gig” workers. Income inequality in in building and sustaining community systems in urban areas has been the UK is now higher than in any other resilience. described as one of the most serious large country in Europe. It is against of all the problems it causes. Traffic this background that we have seen THE ROLE OF ENVIRONMENTAL can suppress casual conversations, an increasing interest in the potential APPROACHES children’s play, and other street- for community resilience to support Environmental assets, reducing envi- based social life. For example, in the people and communities in the face of ronmental harm and enhancing the city of Bristol in the UK, research these social and economic challenges. natural environment are an essen- found that residents of busy streets We recently published a report tial feature of resilient communities. have less than one quarter the num- that considered evidence for differ- Social cohesion, and both physical ber of local friends than those living on ent approaches to building community and mental health and wellbeing are similar streets with little traffic. resilience, and the potential impact of protected and improved by building on these approaches within our local com- environmental assets. Natural spaces help increase social munities in the North West of England. Reports by the World Health contact and social integration, The different approaches to build- Organization, and in the UK, the especially in poorer neighbourhoods ing community resilience we included former Sustainable Development Access to a natural environment, were: Commission and the Sustainable especially trees and grass, provides ● Encouraging social network Development Unit, have made rec- a meeting place for all ages and has development (eg innova- ommendations for action includ- a positive effect on social interaction tive community schemes and ing the need for more work around: and cohesion for different age groups. supporting volunteering) As well as increased neighbourliness, ● Promoting community gov- ● Green space and urban open the presence of nearby natural spaces ernance and levels of control space areas, planning and may also been related to reductions (eg community budgets) design, housing and air pollution in crime. Actions that have been pro- ● Economic approaches to ● Improving shared spaces posed include increased investment developing community resil- and facilitating chance interac- in the creation of quality green spaces, ience (eg local jobs for local tions between citizens, civic focussing on deprived areas. people, local supply chains) pride, and active travel ● Enhancing environmen- ● Ensuring improved standards Community land trusts, a tal assets (eg good hous- in the rented housing sector form of community-led housing and green spaces) ing, can deliver affordable local 79

GOV Cheshire.indd 79 31/05/2019 11:19 the National Health Service in England, are working with housing developments to shape the health of communities. They are focusing on improving health through the built environment and rethinking how healthcare services can be delivered. In March 2016, NHS England announced 10 dem- onstrator Healthy New Town sites, one of which is Halton Lea, Runcorn, an industrial town in Cheshire. The development intends to regenerate the area into a thriving community hub, with new opportunities for social and community activities, healthy retail provision, integrated housing, health and social care provision. NHS England is focusing on developing a health and wellbeing ecosystem, with people at the heart of it, and an infrastructure that supports wellbeing and health. This involves the implementation of a new Halton Hospital and Wellbeing Campus, where healthcare services, along with facilities for leisure, exercise and socialising, will be co-located.

100 Resilient Cities is helping The damage that traffic does more cities to build resilience to the physical, social, and economic to social systems in urban areas challenges of the 21st century 100 Resilient Cities was pioneered by has been described as one of the the Rockefeller Foundation in rec- most serious of all the problems it ognition of the fact that as well as acute shocks such as flooding, cities causes. Traffic can suppress casual face chronic stresses that weaken the fabric of a city on a day-to-day or conversations, children’s play, and cyclical basis. Examples include age- other street-based social life ing infrastructure, homelessness, and inefficient public transportation systems. The Foundation assists cities to housing and other benefits promoted as a model that puts com- develop a resilience strategy by build- Community land trusts have emerged munities in the driving seat and is seen ing on existing activities, processes as an innovative environmental as part of the process of encouraging and projects. approach, involving alliances of local communities to become involved in people working together to buy and Neighbourhood Plans and to engage The Happy City Index can be manage land for affordable housing with local housing and related issues. used to provide a progress and other community assets (eg com- report on the conditions for munity pubs, shops, cafés, allotments, People’s homes and neighbour- wellbeing at a city level orchards and workspaces). In our hoods provide the health set- The Happy City Index has been used, local county of Cheshire in England, ting for most of their life for example; to encourage deci- community land trusts have been NHS England, the body that oversees sion makers to consider how to use 80 thinkingcities.com

GOV Cheshire.indd 80 31/05/2019 11:19 Progress needs to be made in the evaluation of Governance approaches to developing resilient communities. The evidence base for the effectiveness of these approaches is currently lagging behind practice

be done to promote resilient communities through environmental approaches, starting with providing more green spaces, affordable good CHESHIRE AND MERSEYSIDE quality housing, tackling air pollution, improving shared spaces and promoting active travel, especially in areas of deprivation, with a consideration of innovative approaches. For this to be effective there needs to be greater coordination among local authorities and partnerships with public and private stakeholders to develop resilience strategies. This will allow frameworks to be developed to inform thinking on how economies and environments can promote resilience to maximum effect. Dementia-friendly communities work to help overcome difficulties in physical surroundings Progress needs to be made in the evaluation of approaches to develop- housing design to fight social isola- businesses in poorer areas; purchasing resilient communities. The evi- tion. Indicators include accommoda- ing policies that create local jobs; the dence base for the effectiveness of tion, public transport and green space. provision of education, training, and these approaches is currently lagging job opportunities for young people; behind practice. Funding for evalu- Dementia friendly communities and the promotion of responsible ation is generally too short-term to work to help overcome difficulties employment practices (such as the offer scope for capturing the devel- faced by people living with dementia living wage) and health at work. opmental nature of community resil- People with dementia and their carers ience related activity and evaluations face everyday challenges in living well. In summary, there is much that can on wider outcomes are lacking. Dementia friendly communities work to help overcome difficulties in using technology, getting appropriate ser- Janet Ubido, Researcher at the Public Health Institute, Liverpool John vice in shops, banks and post offices Moores University. Carries out research funded by the Directors of Public and in using transport, going on holi- Health from a group of nine local authorities in the North West of England. day and maintaining social contact Lisa Jones, Reader in Public Health in the Public Health Institute, and hobbies and ensuring safe, acces- Liverpool John Moores University. Leads the Public Health sible physical environments. Institute’s programme of work in Evidence Synthesis.

An important feature of com- This is part of a larger piece of work, commissioned by Champs (the munity resilience is a thriving Cheshire & Merseyside Public Health collaborative). The full Resilient local economy, which provides Communities reports are available from: [email protected] good local jobs for local people This article first appeared, in a different form, on meetingoftheminds.org Actions to promote resilience include and is reproduced with the kind permission of the authors schemes to revitalise high street and Gordon Feller of Meeting of the Minds shopping areas; support for small 81

GOV Cheshire.indd 81 31/05/2019 11:19 hen it comes to testing and implementing innova- W tions in the field of mobility, size doesn’t really matter. Over the past few years, smaller cities have shown that they can be living laboratories for innovation just as much as their bigger counterparts. Nevertheless, their potential often seems to be overlooked by those looking for the perfect place to trial their next big mobility solution. When it comes to the plethora of new mobility services that are entering our market these days, SMCs also notice it is often more challenging to attract such service providers to deploy in their area. Still, such services do have the potential to complement existing public transport supply particularly in SMCs where the mobility offer is sometimes less extensive compared to big cities. For small and medium-sized cities, size is a strength rather than a problem. Testing new transport technologies and services in a smaller city means that it will be easier to assess their impact with lower financial risks. In smaller cities it is also easier to build cross-sectoral alliances to turn a mobility innovation into a success for all. The strong ties with local suppliers and industry can also prove to be beneficial. That’s why small and medium- sized cities, or SMCs, no longer see themselves in the shadow of large metropolitan cities when it comes to testing and implementing innovation. In autumn 2018, the Polis network established the SMC platform for small and medium-sized cities to discuss their specific mobility Upwardly governance issues. This article lists some examples of successful mobility measures and projects that have been devel- mobile oped in small and medium-sized Small and medium-sized cities: living laboratories for cities to highlight that SMCs are just as ready and able to join today’s urban transport innovation, by Pasquale Cancellara transport transformation. 82 thinkingcities.com

GOV Bilbao Arnhem.indd 82 31/05/2019 11:22 Testing new transport technologies and services in Governance a smaller city means that it will be easier to assess their impact with lower financial risks BILBAO, NORD-JAEREN, ARNHEM-NIJMEGEN, HELMOND

HJEMJOBBHJEM: PUBLIC AND PRIVATE JOINING FORCES TOWARDS MODAL SHIFT The cities of Stavanger, Sola, Sandnes and Randaberg in Norway are cutting risen. “We can see that many employ- contact line. It is the first application car traffic in urban areas by encour- ees have cut the total number of days of In-Motion Charging (IMC) in the aging employees to walk, cycle or use on which they use their cars to work, Netherlands, which makes it a perfect public transport to and from work. and some have entirely switched to example of how the Arnhem Nijmegen HjemJobbHjem (home-work-home), other means of transport after join- City Region is an ideal place to test the mobility solution aimed at the busi- ing HjemJobbHjem. All this happened new mobility solutions and services. ness market and set up by the mobility before the new toll system was put The trolley buses rely on the existing company Kolumbus and the four cities in place in October 2018. It looks as overhead wire network, which is used in 2015, has engaged 600 companies if HjemJobbHjem encourages work- as a charging path. The 18m electric and 60,000 employees so far. ers to reconsider their travel habits buses are charged in motion, so that Enabling a shift to sustainable and cut down their use of cars”, says they do not have to stand still while transport modes, according to Siri Daniela Müller-Eie, associate profes- charging. This ensures a high rate of Melberg, leader of HjemJobbHjem in sor at UiS. availability for buses and a higher effi- Kolumbus, is possible “by providing ciency. Service without overhead wire good information on public transport ARNHEM NJIMEGEN: facilitates the extension of the exist- availability, cycling and walking. Our THE ONLY DUTCH CITY ing bus line without having to build services consist of a 30-day public REGION WITH TROLLEY BUSES overhead wiring, which facilitates the transport pass, electric city bikes, Moving south to the Netherlands, the replacement of diesel/gas bus lines. competitions and activities on com- city of Arnhem is showing leadership “The bus runs faster and quieter pany premises. We have also devel- on the development of clean mobility than with a diesel unit. That is not only oped our own mobility concepts, innovations. Arnhem, a city of 150,000 pleasant for the travellers, but also for focusing on health and micro-mobil- in the Eastern part of the Netherlands, the residents along the route” explains ity,” says Melberg. is the only city in the country where Jan Lagerwey, trolleybus instructor This is working. According to a study overhead wire buses, or trolley buses, and driver, after his first trip. conducted by the Norwegian Research can be found. With a battery pack on The self-learning energy man- Centre and the University of Stavanger board, these vehicles can travel a agement system is unique. The bus (UiS), the number of employees using journey of about 10 km without over- gradually learns on its routes where their cars to work has decreased, head wires. The batteries are charged and how much energy has to go to the while use of public transport has when driving under the overhead batteries to cover the intended route. 83

GOV Bilbao Arnhem.indd 83 31/05/2019 11:22 Bilbao has 40 pedestrian lifts offering free assistance

a complex orography: the city was ‘Breng’ director Juul van Hout, mayor Ahmed founded on a valley and grew towards Marcouch and regional minister Conny Bieze the surrounding hills. As a result, there are 25 upper districts that host With this, Arnhem claims to have a BILBAO: COOPERATIVE ON STREET 50% of the total population. This fact, world’s first. PARKING MANAGEMENT along with the progressive ageing The vehicles are a valuable labo- In Spain, the city of Bilbao is using of the citizens (24% of inhabitants ratory test, too. Data is received and innovation to tackle the mobility chal- in Bilbao are older than 65) makes analysed by the HAN University of lenges it faces. Take parking, for Inclusive Vertical Mobility one of the Applied Sciences in Nijmegen. Data instance. Bilbao’s on-street park- city’s greatest challenges. pools are useful as a basis for further ing management system is based Currently, a total amount of 40 lifts, developments. Together with Interreg on the digitalisation of 16,000 park- both vertical and inclined, and 20 out- Germany-The Netherlands, the proving spaces, an open ticketing system doors ramps and escalators provide ince of Gelderland is one of the spon- and a surveillance system. Through free mobility assistance in Bilbao, sors of the project. Regional minister a ticket reimbursement system, city enhancing universal access to the Conny Bieze announced at the launch authorities can identify when users upper neighbourhoods. Together, of trolley 2.0 that, as far as she is con- free the parking space. Bilbao’s objec- these services accounted for more cerned, there will also be a pilot with a tive is to find a cooperative operational than 8 million trips and, over 20 mil- smaller trolleybus 2.0. model to improve the quality of park- lion passengers in 2018. The city ing availability data. expects to further extend this service Overhead wire as charging station The city is also looking into the in the near future. Electromobility will boost cities’ energy development of a service that will Even though there is an average demand. Therefore, the extension of allow drivers to receive real time availability rate of these services of the energy network is necessary. In information on urban parking avail- close to 98%, the public bus network the E-Bus 2020 project, the overhead ability, with the aim to improve traf- (Bilbobus) provides operational sup- wire network is expanded as a smart fic flows and reduce congestion. This port when required. Both vertical grid. Assembled charging stations initiative is backed by the EU via the mobility systems and e-biking (pub- for electric passenger cars are devel- C-Mobile project. Bilbao’s goal is also lic shared electric bikes) services oped with batteries and connected to to develop similar services for freight are available 24/7, providing mobility the overhead wire. The batteries hold vehicles and disabled people, each options to commuters at night, with- brake or sun energy. Besides for local with their specific parking needs and out involving further investment of the public transport, the charging concept specific reserved areas on the curb. Council. can also be used for other transport modes. As ‘launching customer’, the Inclusive Vertical Mobility cities of Arnhem and Renkum provide The capital of the Basque country is Pasquale Cancellara is a platform that allows testing of all the often referred to as “El Botxo” (the project officer at Polis technologies across companies. hole) by its inhabitants, revealing 84 thinkingcities.com

GOV Bilbao Arnhem.indd 84 31/05/2019 11:22 Helmond: A lab for living in Governance Pasquale Cancellara talks to Gert Blom (pictured), strategic advisor on mobility for the city of Helmond about its relatively recent rise to prominence in the ITS and smart mobility fields

Why is Helmond hosting the our city. So, what made us 2019 ITS European Congress? successful was to start from our The city of Helmond in the Netherlands won the real problems, to focus on what we

iMobility award in 2011 for its work in the field of are good at, but also to actually turn policy BILBAO, NORD-JAEREN, ARNHEM-NIJMEGEN, HELMOND C-ITS. Strangely enough, nobody in the region was into practice and not just talk about things. Sometimes aware of this. The average citizen in Eindhoven or for big cities, things can be a bit more complicated, Helmond is not aware of what’s going on locally whereas it’s in the DNA of small and medium-sized cities in the field of mobility, and which companies and to get things done and be pragmatic. organisations are involved. For this reason, Helmond decided to apply as host for the ITS European What are the main innovations that have become part Congress. The reason why the city was successful with of the way you manage mobility in Helmond? the bid, is because it already is a living lab for ITS. We have some C-ITS services that we piloted in an EU project and then implemented. In one case, we worked Helmond is recognised in the field of ITS, but it was on the connectivity between trucks and emergency not always like this. What do you think was the key to vehicles and traffic lights. It’s just a niche, a small becoming a hub of innovation and cooperation with part of ITS, but it was very successful. We ran some innovative companies? tests seven years ago within the FREILOT project. Helmond can show real ITS services on the ground. We have been using it for many years now. Talking The city has an automotive campus, a highway about something very different, we have introduced equipped with ITS, companies working on ITS, and flexible-on demand transport services within our some ITS services in operation. I think this is the main public transport system. Using an app, people can reason why we were successful with our bid. opt for a mini-bus and mini-shuttle on-demand. This It may sound a bit silly, but the key is not wanting to started as an experiment, but it has now become fully do everything. Helmond is focusing on some niches operational and is very successful. As a small city and trying to excel in those. It’s important to know we do not have a metro, so these flexible buses and what you’re not good at. What we really wanted to minibuses extend the public transport offer, and we do, because we have an automotive campus, was to are now planning to upscale the service. create a bridge between the automotive sector and innovative mobility. ITS is about connecting vehicles How is the response of citizens to this innovation? As with the environment. So, I would say the key is focus you said, the reputation of Helmond as an ITS leader – focusing on what you’re good at, but also reflecting is not very widely known locally. on the mobility issues we face in our cities. We didn’t This is the reason why we are hosting the ITS decide to become involved in European projects just Congress, to make citizens more aware of all this. for the sake of it. We did it because they can offer Ahead of the Congress we will host a public day solutions to the mobility challenges in in our city. in Dutch. We want to show the public how we are To give an example, we have a lot of traffic, a lot of working on innovation in the automotive sector. The heavy-goods vehicles and trucks coming to the centre of past couple of years, we did not focus on end users our city. Fifteen years ago we had two options. The first but on professional users. It proved to be useful to one was to build new roads and tunnels, but this was very work with transport companies and their drivers, expensive and of course we did not have the space for because they are directly affected by the innovations it. The other option was to investigate more innovative and can act as ambassadors. This two-step approach solutions. The European C-ITS projects we became is very useful and efficient, but we now want to involve involved with really start from challenges we face in the public too.

GOV Bilbao Arnhem.indd 85 31/05/2019 11:22 The smart city is enabled and sustained by trust To be relevant and remain so, a well functioning and sustainable smart city must design trust into its policies and processes right from the outset, and continually reaffirm this process, says Benson Chan. This trust must be integrated into all aspects of the smart city - its beneficiaries, creators, processes, management, policies and technology

mart city initiatives are top of TRUST IN THE SMART CITY: smart city. Distilling trust into these mind among city leaders, urban MORE THAN CYBERSECURITY two elements oversimplifies the chal- Splanners and technology ven- AND PRIVACY lenges involved and leads to inad- dors today. However, most of their Many smart city builders and solution equate solution approaches. mindshare and resources is directed providers equate trust with privacy For city residents and businesses, towards technology, and not on trust. and cybersecurity. While important trust is closely aligned with outcomes. While a smart city is powered by and relevant, these are only two ele- When a city creates services that technology and data, it is enabled and ments of many that create trust in a consistently provide the outcomes sustained by the trust its stakeholders have with the city, its services and service providers, and with each other. A more holistic definition of trust is the When there is no trust or that trust is lost, people will not use its services, firm belief in the outcomes and value of nor will they participate and contrib- the services provided, regardless of ute input and data. The value of smart city services declines as expected out- whether they are provided by the city or comes do not materialize and people seek better alternatives. others in the smart city ecosystem 86 thinkingcities.com

GOV Smart Cities.indd 86 31/05/2019 11:23 irrelevant and benefit only a few

stakeholders. These services are Governance often labelled as a misuse of tax- payer money and resources. ● Services are not rendered reli- ably, accurately and consistently to deliver the outcomes they were designed for. ● Services are not in compliance with regulations or policies, and/ or misused beyond its intended purpose. TRUST ● Service providers are not knowl- edgeable and capable, transparent, and fair in delivering the desired outcomes.

THE SMART CITY TRUST FRAMEWORK With the importance and relevance of trust established, we now introduce a framework for building trust into the smart city ecosystem (see Figure 2 over page). At its core is the end-to-end process used to create and operate smart city services. A set of 10 strategic and operational levers acts on the process to create trusted outcomes. At each stage of the process, a different combination of trust building tactics from each lever is applied. There is no “one size fits all” set of tactics - they vary from service to service, provider to provider and city to city. residents and others expect and rely have the capacity to execute. The ability of the city and its ser- on, at a fair cost, then a sense of trust Trust is lost when: vice providers to deploy these levers is earned and reinforced. Residents ● Services are consistently is a core competency in building a expect that the bus service gets them to work and back home safely and on time everyday. When that occurs consistently, they will trust and rely on the bus as their main commute choice. A more holistic definition of trust is the firm belief in the outcomes and value of the services provided, regardless of whether they are provided by the city or others in the smart city ecosystem (Figure 1, right). These trusted outcomes are relevant, rendered reli- ably, fairly and consistently, for its intended purpose, by service provid- Figure 1. Strategy of ThingsTM Smart City Ecosystem Framework ers who are credible, transparent and 87

GOV Smart Cities.indd 87 31/05/2019 11:23 smarter and more responsive city. Over time, as users expectations and needs evolve, these levers must be continuously adjusted to maintain or exceed current levels of trust.

BUILDING TRUST IN A CITY’S SMART STREETLIGHTS A city wishes to deploy smart technologies to connect and remotely monitor and manage its streetlights. The city will know immediately when lights are out or “dayburning” and schedule repairs. Machine learning algorithms, using sensors from Figure 2. Strategy of ThingsTM Smart City Trust Framework streetlights, predict impending fail- ures and proactively notify maintenance crews. and training, must be conducted ● Understand the trust ecosys- Once smart streetlights are prior to the actual service transition. tem framework and adapt it to fit deployed, “business as usual” is The new service is only as effec- the vision, strategy and realities not good enough. Trust in this ser- tive as the technology, algorithms of your specific city. vice and the city diminishes when and data enabling it. Machine learn- ● Perform a SWOT (strengths, the lights are not repaired quickly ing algorithms must interpret the weaknesses, opportunities because there is now no excuse sensor data from the remote street- and threats) analysis using the for not knowing a streetlight is out. light controller units and distin- framework to assess your trust Conversely, trust is also diminished guish between a true anomaly and capabilities and ecosystem. . if the maintenance crews discover a false positive. In addition, these ● Use this framework to iden- that the lights are functional when it algorithms must predict with high tify and address “trust gaps” in is not, or if the light needs servicing accuracy when the lights may need ongoing and planned smart city when it does not. servicing by examining the sensor projects. Resident and other stakehold- data. ers must be engaged to understand To maintain this accuracy, these Build your “trust capabilities” by their concerns, needs and expecta- algorithms must be continuously identifying and focusing on high pri- tions. Current processes, perfor- trained by certified experts using ority areas through a combination of mance metrics, policies and systems representative and unbiased data internal development, outsourcing, must be redesigned to allow the city sets. Finally, the connected street- augmentation and strategic part- to respond to outages in days, not light system must be secure, and not nerships. weeks. In addition, changes to the allow for unauthorized access to the organization, including jobs, roles lights, nor disrupt the metering and and responsibilities, team structure, billing systems. Benson Chan is a Senior culture and accountability will be Partner at Strategy of Things, a necessary. To minimize the disrup- NEXT STEPS Silicon Valley, California-based tion caused by these changes and Regardless of where cities are in innovation consultancy that facilitate adoption by city employees their journey, smart city and service brings science, breakthrough and residents, change management planners must build the trust foun- strategies and disruptive activities, including communications dation now. Key next steps are: digital technologies to help cities become smarter and more responsive Regardless of where cities are in their This article first appeared in a different format at journey, smart city and service planners MeetingoftheMinds.org must build the trust foundation now in March 2019.

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GOV Smart Cities.indd 88 31/05/2019 11:23 AD_ITW_210x260mm_EN_I19_HR.pdf 1 03-10-18 11:01

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