Challenges and opportunities to develop a smart city: A case study of Gold Coast, Australia

With the rapid growth of information and communication technologies, there is a growing interest in developing smart cities with a focus on the knowledge economy, use of sensors and mobile technologies to plan and manage cities. The proponents argue that these emerging technologies have potential application in efficiently managing the environment and infrastructure, promoting economic development and actively engaging the public, thus contributing to building safe, healthy, sustainable and resilient cities. However, are there other important elements in addition to technologies which can contribute to the creation of smart cities? What are some of the challenges and opportunities for developing a smart city? This paper aims to answer these questions by developing a conceptual framework for smart cities. The framework is then applied to the city of Gold Coast to identify challenges and opportunities for developing the city into a ‘smart city’. Gold Coast is a popular tourist city of about 600,000 populations in South East Queensland, Australia, at the southern end of the 240km long coastal conurbation that is centred by Brisbane. Recently, IBM has nominated Gold Coast as one of the three cities in Australia for its Smarter Cities Challenge Grant. The grant will provide the Gold Coast City Council with the opportunity to collaborate with a group of experts from IBM to develop strategies for enhancing its ICT arrangements for disaster response capabilities. Gold Coast, meanwhile, has potential to diversify its economy from being centred on tourism to a knowledge economy with focus on its educational institutions, investments in cultural precincts and high quality lifestyle amenities. These provide a unique opportunity for building Gold Coast as an important smart city in the region. As part of the research methodology, the paper will review relevant policies of the council. Finally, lessons will be drawn from the case study for other cities which seek to establish themselves as smart cities

Long Term Recovery Planning Task Force Report, August 2008

Eighty-five of 99 Iowa counties were declared Presidential Disaster Areas for Public Assistance and/orIndividual Assistance as a result of the tornadoes, storms, and floods over the incident period May 25 through August 13, 2008. Response dominated the state’s attention for weeks, with a transition to recovery as the local situations warranted. The widespread damage and severity of the impact on Iowans and their communities required a statewide effort to continue moving forward despite being surrounded by adversity. By all accounts, it will require years for the state to recover from these disasters. With an eye toward the future, recovery is underway across Iowa. As part of the Rebuild Iowa efforts, the Long Term Recovery Planning Task Force was charged with responsibilities somewhat different from other topical Task Force assignments. Rather than assess damage and report on how the state might address immediate needs, the Long Term Recovery Planning Task Force is directed to discuss and discern the best approach to the lengthy recovery process. Certainly, the Governor and Lieutenant Governor expect the task to be difficult; when planning around so many critical issues and overwhelming needs, it is challenging to think to the future, rather than to rise to the current day’s needs

Fresh Water and Smarter Growth: Restoring Healthy Land-water Connections

The paper describes water resources in the United States, discusses the principles of the land-water connection, outlines the current regulatory framework, and explains the impact of climate change. It also introduces the concept of low impact development while providing examples, and highlights how funders are having an impact on sustainable water management. With bibliographical references

The Road Map Project: 2014 Results Report

The Road Map Project's annual report card shows data on 29 indicators of student success, which are important measures related to student achievement from cradle through college. Data in the report are often disaggregated by district, student race/ethnicity or income level to illustrate the region's challenges and progress.The Road Map Project is a region-wide collective impact effort aiming to dramatically improve education results in South King County and South Seattle, the county's areas of greatest need. The project's goal is to double the number of students who are on track to graduate from college or earn a career credential by 2020, and to close opportunity gaps. Seven school districts -- Auburn, Kent, Federal Way, Highline, Renton, Seattle (south-end only) and Tukwila -- are among the hundreds of partners working together toward the Road Map Project's 2020 goal. The 2014 results report includes a special focus on whether the region is on track to reach the goal

Smarter choices - changing the way we travel

Summary: In recent years, there has been growing interest in a range of initiatives, which are now widelydescribed as 'soft' transport policy measures. These seek to give better information and opportunities,aimed at helping people to choose to reduce their car use while enhancing the attractiveness ofalternatives. They are fairly new as part of mainstream transport policy, mostly relativelyuncontroversial, and often popular. They include:. Workplace and school travel plans;. Personalised travel planning, travel awareness campaigns, and public transport information andmarketing;. Car clubs and car sharing schemes;. Teleworking, teleconferencing and home shopping.This report draws on earlier studies of the impact of soft measures, new evidence from the UK andabroad, case study interviews relating to 24 specific initiatives, and the experience of commercial,public and voluntary stakeholders involved in organising such schemes. Each of the soft factors isanalysed separately, followed by an assessment of their combined potential impact.The assessment focuses on two different policy scenarios for the next ten years. The 'high intensity'scenario identifies the potential provided by a significant expansion of activity to a much morewidespread implementation of present good practice, albeit to a realistic level which still recognisesthe constraints of money and other resources, and variation in the suitability and effectiveness of softfactors according to local circumstances. The 'low intensity' scenario is broadly defined as aprojection of the present (2003-4) levels of local and national activity on soft measures.The main features of the high intensity scenario would be. A reduction in peak period urban traffic of about 21% (off-peak 13%);. A reduction of peak period non-urban traffic of about 14% (off-peak 7%);. A nationwide reduction in all traffic of about 11%.These projected changes in traffic levels are quite large (though consistent with other evidence onbehavioural change at the individual level), and would produce substantial reductions in congestion.However, this would tend to attract more car use, by other people, which could offset the impact ofthose who reduce their car use unless there are measures in place to prevent this. Therefore, thoseexperienced in the implementation of soft factors locally usually emphasise that success depends onsome or all of such supportive policies as re-allocation of road capacity and other measures toimprove public transport service levels, parking control, traffic calming, pedestrianisation, cyclenetworks, congestion charging or other traffic restraint, other use of transport prices and fares, speedregulation, or stronger legal enforcement levels. The report also records a number of suggestionsabout local and national policy measures that could facilitate the expansion of soft measures.The effects of the low intensity scenario, in which soft factors are not given increased policy prioritycompared with present practice, are estimated to be considerably less than those of the high intensityscenario, including a reduction in peak period urban traffic of about 5%, and a nationwide reductionin all traffic of 2%-3%. These smaller figures also assume that sufficient other supporting policies areused to prevent induced traffic from eroding the effects, notably at peak periods and in congestedconditions. Without these supportive measures, the effects could be lower, temporary, and perhapsinvisible.Previous advice given by the Department for Transport in relation to multi-modal studies was that softfactors might achieve a nationwide traffic reduction of about 5%. The policy assumptionsunderpinning this advice were similar to those used in our low intensity scenario: our estimate isslightly less, but the difference is probably within the range of error of such projections.The public expenditure cost of achieving reduced car use by soft measures, on average, is estimated atabout 1.5 pence per car kilometre, i.e. £15 for removing each 1000 vehicle kilometres of traffic.Current official practice calculates the benefit of reduced traffic congestion, on average, to be about15p per car kilometre removed, and more than three times this level in congested urban conditions.Thus every £1 spent on well-designed soft measures could bring about £10 of benefit in reducedcongestion alone, more in the most congested conditions, and with further potential gains fromenvironmental improvements and other effects, provided that the tendency of induced traffic to erodesuch benefits is controlled. There are also opportunities for private business expenditure on some softmeasures, which can result in offsetting cost savings.Much of the experience of implementing soft factors is recent, and the evidence is of variable quality.Therefore, there are inevitably uncertainties in the results. With this caveat, the main conclusion isthat, provided they are implemented within a supportive policy context, soft measures can besufficiently effective in facilitating choices to reduce car use, and offer sufficiently good value formoney, that they merit serious consideration for an expanded role in local and national transportstrategy.AcknowledgementsWe gratefully acknowledge the many contributions made by organisations and individuals consultedas part of the research, and by the authors of previous studies and literature reviews which we havecited. Specific acknowledgements are given at the end of each chapter.We have made extensive use of our own previous work including research by Lynn Sloman funded bythe Royal Commission for the Exhibition of 1851 on the traffic impact of soft factors and localtransport schemes (in part previously published as 'Less Traffic Where People Live'); and by SallyCairns and Phil Goodwin as part of the research programme of TSU supported by the Economic andSocial Research Council, and particularly research on school and workplace travel plans funded bythe DfT (and managed by Transport 2000 Trust), on car dependence funded by the RAC Foundation,on travel demand analysis funded by DfT and its predecessors, and on home shopping funded byEUCAR. Case studies to accompany this report are available at: http://eprints.ucl.ac.uk/archive/00001233

Government as a social machine - the implications of government as a social machine for making and implementing market-based policy

This is the second of two reports from the Government as a Social Machine project. The first report gave an overview of the evolution of electronic/digital government, and explored the concept of 21st century government as a \u27social machine\u27. This report identifies seven social machines developed by governments in Australia and New Zealand. These social machines harness digital technologies in order to deliver more effective and efficient services, develop better business practices, and enable better accountability and transparency. The report gives an overview of each social machine in context, describing the social need that is being met and the community that has developed it, and begins to unravel some of the socio-political consequences that might arise from the use of these social machines within the public policy context. These reports are not intended to be comprehensive (further educational materials are being developed as part of the ANZSOG Case Library), but they are intended to begin a conversation amongst those studying or practicing in public policy as to how governments can better understand, manage and employ these evolving social machines for better governance and social benefit

Participative Foresight for Smarter Cities: From Vision-Seeds to the Development of Scenarios

Recently, the smart city concepts have gained increasing importance in current energy and city planning. Various smart city projects which have been realized show that a systemic, integrative approach is crucial. However, in the projects the delineation of boundaries for integrative planning and the realization of systemic local solutions are challenging as the prevailing conventional planning tools and routines are limited. They usually propose top-down and short-term approaches with limited interactions with the stakeholders and limited interdisciplinary research (in particular involving areas of sociology). To tackle these challenges, a Swiss-Russian cooperation aims to enhance the existing planning routines by developing and testing systemic tools for multi-level stakeholder participation processes as well as for future-oriented thinking in city development. For this purpose, two Swiss and two Russian cities were selected, namely Winterthur, Zurich, Moscow and Kazan. These cities will be examined from the smart cities perspective with current and future applications at different implementation levels. Ideas and instruments will be developed to support their ongoing or planned smart city projects at district or city level by introducing participative and long term perspectives. In a series of workshops, participants’ visions, goals and interests will be elicited, compared with each other and contrasted with available data applying participative foresight methods and group model building techniques. Tools such as a GIS and a system dynamics simulation model will be developed to support the planning process, allow the integration of data and serve as a test-bed for proposed solutions. The systemic intervention and participation techniques will be continuously monitored and systematically evaluated. Moreover, a stakeholder-based scenario development process will be applied to envision future developments towards a smarter city and to distil roadmaps for the most desirable scenarios. Selected city processes in Switzerland and Russia among them Winterthur and Zurich, Moscow and Kazan which are all closely linked to the Smart City concept, will be supported by tailored vision-building, scenario development, system thinking techniques and simulation tools. In a first step, the prevalent situation concerning planning processes and instruments in the participating cities will be addressed with a specific focus on smart city objectives and current ongoing projects (e.g. stakeholder involvement, integrating smart energy concepts such as smart housing, smart grids, micro hubs in ongoing city and district planning and implementation processes). Moreover, we will analyse which planning processes and instruments are actually used to steer future energy provision and city development in participative and integrated manners, such as the interdepartemental management teams in the city of Winterthur spreading vision-seeds to come up with a variety of smart city scenarios