How do cities approach policy innovation and policy learning? A study of 30 policies in Northern Europe and North America

This paper reports on a study of current practice in policy transfer, and ways in which its effectiveness can be increased. A literature review identifies important factors in examining the transfer of policies. Results of interviews in eleven cities in Northern Europe and North America investigate these factors further. The principal motivations for policy transfer were strategic need and curiosity. Local officials and politicians dominated the process of initiating policy transfer, and local officials were also the leading players in transferring experience. A range of information sources are used in the search process but human interaction was the most important source of learning for two main reasons. First, there is too much information available through the Internet and the search techniques are not seen to be wholly effective in identifying the necessary information. Secondly, the information available on websites, portals and even good practice guides is not seen to be of mixed quality with risks of focussing only on successful implementation and therefore subject to some bias. Officials therefore rely on their trusted networks of peers for lessons as here they can access the ‘real implementation’ story and the unwritten lessons. Organisations which have a culture that is supportive of learning from elsewhere had strong and broad networks of external contacts and resourced their development whilst others are more insular or inward looking and reluctant to invest in policy lessons from elsewhere. Solutions to the problems identified in the evidence base are proposed

D3.3 Business models report

RECIPROCITY aims to transform European cities into climate-resilient and connected, multimodal nodes for smart and clean mobility. The project's innovative four-stage replication approach is designed to showcase and disseminate best practices for sustainable urban development and mobility. As part of this project, the present business model report (D3.3) provides an overview of innovative urban mobility business models that could be tailored to cities in the RECIPROCITY replication ecosystem. The work developed was based upon the work carried-out in WP1-2-4, and aimed to collect and derive the business model patterns for urban mobility and propose a business model portfolio that encourage cross-sector collaboration and create an integrated mobility system. This report is therefore addressed to cities and local authorities that have to meet mobility challenges (i.e. high costs and low margin, broad set of partners, competing with private car) by providing new services to activate and accelerate a sustainable modal shift. It also targets other stakeholders interested in business model concepts applied to cities

Motion Hub, the implementation of an integrated end-to-end journey planner

© AET 2018 and contributorsThe term “eMobility” and been brought into use partly to encourage use of electric vehicles but more especially to focus on the transformation from electric vehicles as products to electrified personal transport as a service. Under the wider umbrella of Mobility-as-a-Service (MaaS) this has accompanied the growth of car clubs in general. The Motion Hub project has taken this concept a step further to include not just the car journey but the end-to-end journey. The booking of multifaceted journeys is well established in the leisure and business travel industries, where flights, car hire and hotels are regularly booked with a single transaction on a website. To complete an end-to-end scenario Motion Hub provides integration of public transport with electric vehicle and electric bike use. Building on a previous InnovateUK funded project that reviewed the feasibility of an integrated journey management system, the Motion Hub project has brought together a Car Club, a University, and EV infrastructure company, a bicycle hire company with electric bicycle capabilities and a municipality to implement a scheme and test it on the ground. At the heart of the project has been the development of a website that integrates the public transport booking with the hire of electric vehicles or bicycles. Taking the implementation to a fully working system accessible to members of the public presents a number of significant challenges. This paper identifies those challenges, details the progress and success of the Motion Hub and sets out the lessons learnt about end-to-end travel. The project was fortunate to have as its municipal partner the Council of a sizeable South East England town, Southend-on-Sea. With a population of 174,800 residents with good road, rail and air links there is considerable traffic in and out of the town. The Council has already shown its commitment to sustainable transport. In the previous six years it had installed a number of electric vehicle charging points for use by the public and latterly had trialled car club activity. An early challenge in the project was the location of physical infrastructure in an already crowded municipal space in order to provide the local ‘spokes’ of the system. In addition to its existing charging points, Southend now has four locations where electric cars can be hired, five where electric bikes are available and the local resources to maintain these assets. Combining a number of web-based services and amalgamating their financial transactions is relatively straightforward. However, introducing the potential for public transport ticketing as well raises additional security, scale and financial constraints. The project has engaged with major players and regulators across the public transport industry.Peer reviewe

G-Bikes: Gettysburg Bike Share

The focus of this paper was to asses Gettysburg as possible location to implement a bike share program and ultimately to propose a framework for a successful program. We evaluated bike share programs across North America and created a list of criteria of successful programs. The second part of our data collection included a Google Forms survey which targeted three demographics, students, locals and tourists. We targeted our focus groups by posting on Facebook pages frequented by each demographic, as well as administering the survey in person with smart phones in Lincoln Square in Gettysburg. Our survey generated 134 responses, 86 of which were students, 27 locals, and 21 tourists. Our research showed that, demographically, successful programs occur in areas with high traffic from college students and tourists, as well as support from the local population. On the technical side, successful programs have 10-30 bikes per 10,000 residents with bike stations that range from 1-2 miles apart, averaging 4-8 trips per day, per bike. Our survey showed that a bike share program in Gettysburg would receive heavy support from our three demographics. It also showed that the largest concern from each demographic was bike related travel during the winter months which is consistent with the other programs we studied. Based on our research, we propose that the G-Bikes program should have 5 stations located at the top five intended locations of visitation, Gettysburg Town Center, Gettysburg College, Little Round Top, The Observation Tower, and on Steinwehr Avenue near the National Cemetery. Based off the overall population we recommend that the program start with a minimum of 20 bikes. We also recommend that the bike models follow the oBike specs from European bike share programs to maximize user convenience and minimize the threat of theft and vandalism. Through our study we determined Gettysburg\u27s unique niche as a small college town and tourist hub to be a possible location to implement a successful bike share program that implements many of the similar characteristics of other tourist destinations we studied

Designing the Metropolitan Future of Shanghai: A Local Interaction Platform Looking to Incorporate Urban Access Design Considerations in Planning for a Fairer, Denser and Greener Mega-City

Urban design, that will formulate resourceful ways to promote more sustainable and socially inclusive mobility patterns, is the key to reversing the alarming energy over-consumption, the environmental degradation, and the negative distributional impacts associated with today's cities that tend to relegate anthropocentric design considerations to the status of a non-issue. Urban access is an innovative and truly trans-disciplinary design axiom that aims to incorporate these considerations to mainstream future urban planning. It does this by ensuring that every member of the society has access to those locations and resources one needs to achieve a sustainable standard of living and productivity without limiting other people’s rights of access. Designing built environments for achieving optimum urban access levels for everyone, regardless of possible age or mobility limitations, serves as the thematic framework for the research studies of the Local Interaction Platform (LIP) Shanghai discussed in this paper. This is a Sino-Swedish research scheme goaled towards increasing capacities, in order to transform current, unsustainable urban development pathways to more sustainable urban futures for the metropolitan environment of Shanghai. This paper presents a research synopsis of the various and diverse urban access driven studies that are on the focus of LIP Shanghai regarding the city’s: existent road network infrastructure limitations, bus systems accessibility design, potential to have a public bicycle programme in place and existing car travel demand management mechanism and its possible alternative

Milan’s pollution charge : sustainable transport and the politics of evidence

Non peer reviewedPostprin

CASP-DM: Context Aware Standard Process for Data Mining

We propose an extension of the Cross Industry Standard Process for Data Mining (CRISPDM) which addresses specific challenges of machine learning and data mining for context and model reuse handling. This new general context-aware process model is mapped with CRISP-DM reference model proposing some new or enhanced outputs

Co-creating social and sustainable innovation in makerspaces and fab labs. Lessons learnt from the SISCODE European project

“Making” and the Fourth Industrial Revolution have been extensively investigated in the last few years. Several pieces of research have been carried out on the topic of fab lab networks and makers movements; in many cases, these studies highlighted problems of their economic sustainability, stressing -however- their cultural-related role. Nowadays, it is evident that Makerspaces and Fab Labs do not only produce physical goods, but they also develop knowledge and relationships, which are expressed through physical productions and activities. The European Union has been particularly interested in the study and development of innovative ecosystems, which might serve as levers for sustainable growth, because of their focus on co-creation and the involvement of different groups of stakeholders. SISCODE Horizon 2020 project was developed according to this European requirement. Within the SISCODE project, a co-creation methodology for societal challenges was proposed and tested throughout ten pilot projects carried out by Living Labs, Science Museums and Makerspaces, and Fab Labs. In this paper, we are going to present the three pilot projects developed by three Makerspaces and Fab Labs (Polifactory (Milan), Maker (Copenhagen), and Fab Lab Barcelona) and discuss main insights on co-creation practices

ZETA - Zero-Trust Authentication: Relying on Innate Human Ability, not Technology

Reliable authentication requires the devices and channels involved in the process to be trustworthy; otherwise authentication secrets can easily be compromised. Given the unceasing efforts of attackers worldwide such trustworthiness is increasingly not a given. A variety of technical solutions, such as utilising multiple devices/channels and verification protocols, has the potential to mitigate the threat of untrusted communications to a certain extent. Yet such technical solutions make two assumptions: (1) users have access to multiple devices and (2) attackers will not resort to hacking the human, using social engineering techniques. In this paper, we propose and explore the potential of using human-based computation instead of solely technical solutions to mitigate the threat of untrusted devices and channels. ZeTA (Zero Trust Authentication on untrusted channels) has the potential to allow people to authenticate despite compromised channels or communications and easily observed usage. Our contributions are threefold: (1) We propose the ZeTA protocol with a formal definition and security analysis that utilises semantics and human-based computation to ameliorate the problem of untrusted devices and channels. (2) We outline a security analysis to assess the envisaged performance of the proposed authentication protocol. (3) We report on a usability study that explores the viability of relying on human computation in this context

The EVIDENCE project: Measure no.15: E-ticketing

One of twenty two reviews of the economic benefits of different types of sustainable mobility intervention produced for the EU-funded EVIDENCE research project. This review, No15, focusses on the possible economic benefits of implementing a range of E-Ticketing solutions on public transport in urban areas