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sustainable_open_mobility_taxonomy.xml
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sustainable_open_mobility_taxonomy.xml
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<title>Sustainable Open Mobility Taxonomy</title>
<link>https://opensourcelab.dfki.de/taxonomy_root/</link>
<pubDate>Tue, 10 Dec 2019 17:45:59 +0000</pubDate>
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<span style="font-weight: 400;"><strong>What are key elements of a sustainable open urban transport system? What activities could different stakeholders focus on to create mutually beneficial synergies?</strong></span></br>
<span style="font-weight: 400;">The characteristics of sustainable mobility vary by context, however the Sustainable Open Mobility Taxonomy identifies best practices which can be built upon according to local conditions to create a sustainable and open mobility system.</span>
<span style="font-weight: 400;">[taxonomytree]</span>]]></content:encoded>
<excerpt:encoded><![CDATA[]]></excerpt:encoded>
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<title>Mobility strategy</title>
<link>https://opensourcelab.dfki.de/taxonomy/mobility-strategy/</link>
<pubDate>Tue, 10 Dec 2019 17:34:50 +0000</pubDate>
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<content:encoded><![CDATA[<span style="font-weight: 400;">Mobility policy is typically administered by dedicated national, state and local departments. Striving for greater integration between transport and urban planning practice is nothing new. Particularly in terms of creating urban densities and design that minimise the need to travel alongside the provision of a viable multi-modal transport network. Mobility strategy needs to continue to prioritise the accessibility and convenience of non-private vehicle forms of transport as well as provide new types of infrastructure and spatial planning for shared and electric transport modes to accelerate carbon reductions and maximise urban quality of life. </span>
<span style="font-weight: 400;">The Shared Mobility Principles for Liveable Cities offers guidance to assist stakeholders in planning for shared mobility and associated emerging technologies (particularly autonomous vehicles) sustainably. It defines shared vehicles as all those used for hire to transport people, including mass transit, private shuttles, buses, taxis, auto-rickshaws, car and bike-sharing as well as urban delivery vehicles. The principles have been produced by a working group of international NGOs and can be applied to develop policy and design spaces that optimise shared mobility modes whilst ensuring public interest. </span><span style="font-weight: 400;">[1]</span><span style="font-weight: 400;"> </span><span style="font-weight: 400;">To implement principles such as these, the World Economic Forum’s Shared, Electric and Automated Mobility (SEAM) Governance Framework describes an array of policy, cost and space approaches. [2]</span><span style="font-weight: 400;"> </span>
<div class="footnote"><span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[1] <a href="https://www.sharedmobilityprinciples.org/" target="_blank" rel="noopener noreferrer">Shared Mobility Principles for Livable Cities</a></span>
<span style="font-weight: 400;">[2] <a href="https://www.weforum.org/whitepapers/shared-electric-and-automated-mobility-seam-governance-framework-prototype-for-north-america-and-europe" target="_blank" rel="noopener noreferrer">Shared, Electric and Automated Mobility (SEAM) Governance Framework: Prototype for North America and Europe</a></span></div>]]></content:encoded>
<excerpt:encoded><![CDATA[The digitisation of the transport sector and urgency of carbon emissions reductions underscores the importance of transport and urban planning integration.]]></excerpt:encoded>
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<title>National Agenda</title>
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<content:encoded><![CDATA[<p class="p1">This accelerates implementation at the local level and is conducive to spatial scalability or replication of mobility solutions that are successful in a given city or region. The overall framework could include regulatory, economic and information based policy mechanisms. In addition, the effective implementation of these policy mechanisms likely requires governance reforms such as simplifying government processes, devolving powers to local governments, reconsideration of transport funding and skills development within government departments.</p>
<p class="p1">A recent study by LSE Cities and the Coalition for Urban Transitions into national transport policy and strategy interventions identified priorities national governments should have. These include infrastructure budget allocation, integrated transport and urban planning policy, road pricing and metropolitan level governance for transport. <span style="font-weight: 400;">[1]</span> To facilitate mobility transformations for sustainability and to encourage innovation in the mobility sector Finland adopted national legislation in July 2018 that steers the direction for the digitisation of the transport sector in Finland. <span style="font-weight: 400;">[2] </span>The Transport Code mandates open data from transport providers, requires open APIs for information on timetables, routes, ticket prices and real time location data. This legislation underpinned the world‘s first MaaS service trials in Helsinki.</p>
<div class="footnote"><span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[1] Rode, P., Heeckt, C., da Cruz, N.F. 2019. National Transport Policy and Cities: Key policy interventions to drive compact and connected urban growth.Coalition for Urban Transitions. London and Washington, DC. Available at: <a href="http://newclimateeconomy.net/content/citiesworking-papers" target="_blank" rel="noopener noreferrer">http://newclimateeconomy.net/content/citiesworking-papers</a></span>
<span style="font-weight: 400;">[2] <a href="https://www.lvm.fi/documents/20181/880492/3-2016+Transport+Code.pdf/930dbb2c-d4c2-4248-a61c-3cb4fed8eaf9" target="_blank" rel="noopener noreferrer">Finland Ministry of Transport and Communications. Transport Code Fact Sheet.</a></span></div>]]></content:encoded>
<excerpt:encoded><![CDATA[Ideally a sustainable open mobility ecosystem has emerged within a national context that has established a policy framework for mobility transformations.]]></excerpt:encoded>
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<title>Digital strategy</title>
<link>https://opensourcelab.dfki.de/taxonomy/digital-strategy/</link>
<pubDate>Tue, 10 Dec 2019 18:18:01 +0000</pubDate>
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<content:encoded><![CDATA[<span style="font-weight: 400;">These changes will reshape the urban economy and experience. The digital strategy should provide a framework for directing these transformations so that they are consistent with local social, political and cultural expectations and values. This includes provisions to ensure the adoption of digital technologies and partnerships with private digital service providers for programs and services are effective, accountable and in the public interest. The digital strategy should also include a pathway for ubiquitous internet access to benefit social and civic engagement, quality of life and educational achievement. </span>
<span style="font-weight: 400;">Many national and local governments around the globe have adopted digital strategies [1]</span><span style="font-weight: 400;">, sometimes in addition to taking part in global campaigns for digital rights</span><span style="font-weight: 400;">. Over 100 city administrations have signed the Cities for Digital Rights Declaration. It seeks to ensure technologies and emerging business models do not infringe upon human rights principles such as privacy, freedom of expression, democratic process, non-discrimination and inclusion “starting with locally-controlled digital infrastructures and services.” </span>[2]
<span style="font-weight: 400;">As one of the founding cities, Barcelona is a key driver of the </span><span style="font-weight: 400;">Cities for Digital Rights Declaration and is pioneering city led efforts for t</span><span style="font-weight: 400;">echnological sovereignty. Technological sovereignty within the 2017-2020 Digital Barcelona Plan is structured around three fundamental principles [3]:</span>
<ul>
<li style="font-weight: 400;"><span style="font-weight: 400;">The transition and use of free software </span></li>
<li style="font-weight: 400;"><span style="font-weight: 400;">The interoperability of services and systems</span></li>
<li style="font-weight: 400;"><span style="font-weight: 400;">The use of open standards</span></li>
</ul>
<span style="font-weight: 400;">To implement its digital strategy, Barcelona has developed a Digital Service Delivery Standard, a Data Strategy, a Public Tector Technology Buying Guide and a Technology Code of Practice. </span>
<span style="font-weight: 400;">For their digital strategy Eindhoven in the Netherlands has established principles for data and digital infrastructure, to be applied in practice when replacing or improving existing IoT, technology platforms, services and applications. They were developed in partnership with the SmartImpact partners (a project involving 6 cities and funded by the EU) and include privacy first, embrace open standards, support modularity and maintain security.</span>
<div class="footnote"><span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[1] National data strategy examples include the <a href="https://strategy.data.gov/action-plan/" target="_blank" rel="noopener noreferrer">US Federal Data Strategy</a></span>
<span style="font-weight: 400;">[2] <a href="https://citiesfordigitalrights.org/" target="_blank" rel="noopener noreferrer">Cities for Digital Rights </a></span>
<span style="font-weight: 400;">[3] <a href="https://ajuntament.barcelona.cat/digital/sites/default/files/LE_MesuradeGovern_EN_9en.pdf" target="_blank" rel="noopener noreferrer">Barcelona City Council Digital Plan (PDF) </a></span>
<span style="font-weight: 400;">[4] <a href="https://data.eindhoven.nl/explore/dataset/eindhoven-smart-society-iot-charter/information/" target="_blank" rel="noopener noreferrer">Eindhoven Smart Society IoT Charter </a></span></div>]]></content:encoded>
<excerpt:encoded><![CDATA[Cities need overarching principles to shape their organisational digitisation as well as the city’s broader digital transformation.]]></excerpt:encoded>
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<title>Governance transformation</title>
<link>https://opensourcelab.dfki.de/taxonomy/governance-transformation/</link>
<pubDate>Thu, 12 Dec 2019 20:24:04 +0000</pubDate>
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<content:encoded><![CDATA[<span style="font-weight: 400;">Static, highly specialised organisations are a legacy of the industrial revolution, however, this structure is no longer the ideal way to operate in light of new tools for communication, the need for agility, innovation and efficiency. Networked companies link to networks of public and private stakeholders to expand their impact. They emphasise the empowering of networks of internal teams with distributed authority to undertake actions needed to achieve higher level organisational goals. </span>[1]
<span style="font-weight: 400;">Similar to the private sector, centralised, bureaucratic government authorities struggle to meet the needs and expectations of citizens and stakeholders into the 21st century. Governments need to transform to distributed, connected formats involving diverse actors and the latest technologies to enable innovation in the common good, optimise public resources and achieve the highest standards of service delivery. Governance that is networked and distributed practices open communication, coordination and enhanced connections within government authorities as well as outside organisations and stakeholders. </span>
<span style="font-weight: 400;">For city governments, Goldsmith & Kleiman (2017) advocate open, collaborative and distributed governance to facilitate new opportunities and collaboration both internally and externally. This moves government from a focus on compliance to a position that can proactively initiate positive change and impact. Central to the transformation of the public sector from a top-down enterprise to a networked, open organisation is the empowerment of public employees as problem solvers, armed with data, deserving of discretion, and with the capacity to make decisions. As part of this</span><span style="font-weight: 400;"> the delivery of public services could be managed through networks of public and private service providers and the role of the government shifts from the role of sole service provider to one focused on setting roles and rules for conduct, quality, equity and privacy. [2]</span>
<div class="footnote"><span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[1] Gray, D. & Vander Wal, T. (2014) <i>The Connected Company.</i> O'Reilly.</span>
<span style="font-weight: 400;">[2] Goldsmith, S. & Kleiman, N. (2017) <i>A new city O/S. The Power of Open, Collaborative and Distributed Governance. </i>Brookings.</span></div>]]></content:encoded>
<excerpt:encoded><![CDATA[In order to succeed in the digital economy governments and companies seeking innovation and competitiveness have begun transforming from hierarchical and rational to networked structures.]]></excerpt:encoded>
<wp:post_id>3705</wp:post_id>
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<title>Transparency and citizen engagement</title>
<link>https://opensourcelab.dfki.de/taxonomy/transparency-and-citizen-engagement/</link>
<pubDate>Thu, 12 Dec 2019 20:33:55 +0000</pubDate>
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<content:encoded><![CDATA[<span style="font-weight: 400;">They are needed as part of the uptake of emergent technologies and governance formats to ensure these strategies serve the public good in practice. [1] An open culture of transparency promotes principles of information accessibility, financial and decision making accountability. Without transparency and stakeholder engagement proposals or plans are unlikely to have high levels of public support or stakeholder trust which might affect viability or implementation despite potential benefits. The proliferation of communication technologies and platforms in recent years provides an abundance of options and opportunities for government and organisations to employ transparency and enable engagement as never before.</span>
<span style="font-weight: 400;">Recently established tools by governments for transparency, citizen engagement and to facilitate collective intelligence include vTawain a government crowdsourcing platform to ascertain citizen input on how to legislate emerging industries. Similarly, Barcelona city administration created Decidem, an open source platform used by planners to gather feedback on emerging policy. Barcelona’s city administration also undertakes open budgeting, two of a range of activities for implementing its digital strategy. The Forum Virium Helsinki, a smart city programme driven by Helsinki to enable the co-creation of urban services and businesses, includes an online platform with open source code, APIs and data regarding smart city pilot projects and other activities of the city government.</span>
<div class="footnote"><span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[1] <a href="https://www.oecd.org/gov/open-government.htm" target="_blank" rel="noopener noreferrer">OECD. <i>Open Government.</i></a></div>]]></content:encoded>
<excerpt:encoded><![CDATA[Transparency and citizen engagement as part of governance transformations aligns with the open government movement.]]></excerpt:encoded>
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<title>Carbon neutrality pathway</title>
<link>https://opensourcelab.dfki.de/taxonomy/carbon-neutrality-pathway/</link>
<pubDate>Mon, 16 Dec 2019 08:56:52 +0000</pubDate>
<dc:creator><![CDATA[dfki]]></dc:creator>
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<content:encoded><![CDATA[The ratification of the Paris Agreement in 2016 marked a global commitment to the reduction of greenhouse gas emissions to limit global average temperature under 2°C. Lack of progress being made to achieve this goal has seen growing public dissatisfaction and protests around the world, most notably the Fridays for Future and Global Climate strikes. To avoid catastrophic climate change transformations across sectors are needed, particularly in energy supply, transportation and industrial processes for raw materials production. Implementation of transformations to reduce greenhouse gas emissions caused by human activities are changing from being optional to essential due to government regulation or to ensure market competitiveness. Zero and low carbon products and services, and in the case of cities sustainable and livable built environments, will be essential for success.
Local mobility ecosystems are also being shaped by these changes underway. Transport accounts for approximately 25% of global emissions and to address this an increasing number of city governments are introducing congestion charging, banning diesel engine vehicles as well as creating car-free areas or schedules.<span style="font-weight: 400;">[1,2]</span> These changes seek to elevate sustainable mobility modes to become the preference for city dwellers over private vehicles and to maximise the efficiency of urban freight logistics. Zero and low carbon options sought after include walking, public transport, car sharing, carpooling and cycling. The mix of these will vary according to each spatial context and will include strategies for land use planning, transport infrastructure as well as joint working with a range of service providers.
<div class="footnote"><span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[1] <a href="https://www.iea.org/statistics" target="_blank" rel="noopener noreferrer">International Energy Agency (2016)</a></span>
<span style="font-weight: 400;">[2] <a href="https://www.businessinsider.de/cities-going-car-free-ban-2018-12" target="_blank" rel="noopener noreferrer">Bendix, A (2019) <i>15 major cities around the world that are starting to ban cars.</i></a></span></div>]]></content:encoded>
<excerpt:encoded><![CDATA[The decoupling of carbon emissions from economic prosperity will be a fundamental influence in mobility ecosystems over coming decades.]]></excerpt:encoded>
<wp:post_id>3709</wp:post_id>
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<title>Open technical architecture</title>
<link>https://opensourcelab.dfki.de/taxonomy/open-technical-architecture/</link>
<pubDate>Mon, 16 Dec 2019 09:05:08 +0000</pubDate>
<dc:creator><![CDATA[dfki]]></dc:creator>
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<content:encoded><![CDATA[<span style="font-weight: 400;">This commonly comprises legacy systems, different departmental technologies and ad hoc solutions. IT systems, security, processes and policies need to be revised to build and open technical infrastructure based on open industry standards, open APIs, open and source code. This infrastructure should be available to an open network of vendors and stakeholders.</span>
<span style="font-weight: 400;">A technically agnostic reference architecture supports fast take-up of digitally based solutions in cities and local authorities, allows many city stakeholders to participate and enables different solutions to be easily integrated. It creates a vendor agnostic, interoperable, standards-based architecture and implementation. Examples of open technical architectures being developed for city governments include the EU funded European Innovation Partnership on Smart Cities and Communities (EIP SCC) Open Urban Platforms project [1]</span><span style="font-weight: 400;">, the City Enabler for Digital Urban Services (CEDUS) being supported by EIT Digital (European Institute of Innovation and Technology) as well as the Smart Columbus Operating System (SCOS), a federally funded smart city initiative in the U.S.</span><span style="font-weight: 400;"> [2]</span>
<span style="font-weight: 400;">An open technical architecture is a prerequisite for an open mobility ecosystem emerge. Amongst other benefits, they provide the foundation for a city authority to accept and disseminate data from both public and private transport service providers and other systems, and to collect and analyze data to better understand and address urban challenges.</span>
<div class="footnote"><span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[1] <a href="https://eu-smartcities.eu/initiatives/68/description" target="_blank" rel="noopener noreferrer">EIP SCC Open Urban Platform</a></span>
<span style="font-weight: 400;">[2] <a href="https://www.smartcolumbusos.com/about/about-smart-columbus" target="_blank" rel="noopener noreferrer">Smart Columbus</a></span></div>]]></content:encoded>
<excerpt:encoded><![CDATA[City authorities must modernize and open up the digital infrastructure of their organisations.]]></excerpt:encoded>
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<title>Open mobility platform</title>
<link>https://opensourcelab.dfki.de/taxonomy/open-mobility-platform/</link>
<pubDate>Mon, 16 Dec 2019 09:19:45 +0000</pubDate>
<dc:creator><![CDATA[dfki]]></dc:creator>
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<content:encoded><![CDATA[<span style="font-weight: 400;">It provides a seamless and personalized door-to-door journey and positive user experience regardless of travel mode. Open networked mobility platforms and services will be a key enabler for inciting transport behaviour change away from private car ownership towards shared and low emissions mobility formats. </span>
<span style="font-weight: 400;">MaaS platforms are currently achievable through public-private partnerships, as pilots implemented by research project consortiums, or products developed by technology or Software as a Service (SaaS) companies. The levels of openness and sustainability alignment vary considerably depending on the developer. Leaning towards complete openness is Smart MaaS, an emerging open source, standardised mobility service platform and reference architecture for new mobility services being developed by a consortium of German research institutes. [1]</span><span style="font-weight: 400;"> Mobility platforms will likely be driven by the private sector, ideally in partnership with other local stakeholders including governments in order to optimise synergies and create mutually beneficial data flows and infrastructure investment. </span>
<span style="font-weight: 400;">For sustainability and carbon reductions and to create “public value”, MaaS needs to be coupled with increases in public transport capacity and new public domain elements to enable electric vehicles and sharing or ride hailing. If led by a private sector service provider, a mobility platform might create an open marketplace, but it will not necessarily complement programs for sustainability and share data needed for better public transport planning and investment unless local governance requires it to, for example through policy measures. [2]</span>
<div class="footnote"><span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[1] <a href="https://smart-maas.eu/en/" target="_blank" rel="noopener noreferrer">Smart Mobility as a Service Platform</a> </span>
<span style="font-weight: 400;">[2] <a href="https://www.emta.com/spip.php?article1319" target="_blank" rel="noopener noreferrer">Mobility as a Service: A Perspective on MaaS from Europe’s Transport Authorities</a> </span></div>]]></content:encoded>
<excerpt:encoded><![CDATA[An open mobility platform integrates different Mobility as a Service (MaaS) offerings by public and private providers.]]></excerpt:encoded>
<wp:post_id>3715</wp:post_id>
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<title>Open standards</title>
<link>https://opensourcelab.dfki.de/taxonomy/standards/</link>
<pubDate>Mon, 16 Dec 2019 09:34:18 +0000</pubDate>
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<content:encoded><![CDATA[<span style="font-weight: 400;">Standards should include technical standards for open data, API standards, data security standards as well as legal standards concerning privacy and use licensing. As part of these, open data standards need to be driven by government to ensure interoperability and vendor neutrality. Data standards should set out how data should be structured and formatted and specify procedures for anonymisation, processing and protection. Standards are a core foundation of </span><span style="font-weight: 400;">data governance</span><span style="font-weight: 400;">. </span>
<span style="font-weight: 400;">Although standards would be applicable to all aspects of the mobility ecosystem, different transport use cases and scenarios would see different implementation combinations. For example standards for mass public transport data might be for open data, but the standard for door to door journeys by transport service providers anonymised and only shared with specific government authorities. There will be overlap between Standards Developing Organisations including regional consortia, national standardization bodies or associations with their own technical guidelines. The exact scenario will depend on data governance framework applicable and use case. </span>
<span style="font-weight: 400;">Alongside data standards, open application programming interfaces (APIs) enable interoperability between data and different services. APIs make a dataset understandable by applications or websites.</span>
<span style="font-weight: 400;">To create an open ecosystem, Mobility as a Service platforms and solutions need to use open, non-proprietary APIs and data formats. </span>
<span style="font-weight: 400;">Projects that incorporate open API standards include the Open Mobility Foundation’s Mobility Data Specifications (MDS) [1] in the United States.</span><span style="font-weight: 400;"> In Europe OASC (Open & Agile Smart Cities) [2] minimal interoperability mechanisms,</span><span style="font-weight: 400;"> CitySDK (City Service Development Kit) and 6Aika and bIoTope, developed as part of an EU (Horizon 2020) project.</span><span style="font-weight: 400;"> [3] More broadly, FIWARE is software technology and open APIs developed under EU funding to provide a universal set of standards for context data management for access to information coming from any potential data sources in a city, including mobility. [4]</span>
<div class="footnote"><span style="font-weight: 400;">Best practice: </span>
<span style="font-weight: 400;">[1] <a href="https://www.openmobilityfoundation.org/" target="_blank" rel="noopener noreferrer">Open Mobility Foundation</a> </span>
<span style="font-weight: 400;">[2] <a href="https://oascities.org/about-oasc/" target="_blank" rel="noopener noreferrer">Open & Agile Smart Cities (OASC) Minimal Interoperability Mechanisms</a> </span>
<span style="font-weight: 400;">[3] <a href="https://www.citysdk.eu/wp-content/uploads/2016/12/CookBook_web_v1.1.pdf" target="_blank" rel="noopener noreferrer">Harmonised Smart City APIs. A CookBook for Cities. City SDK and 6aika APIs </a></span>
<span style="font-weight: 400;">[4] <a href="https://biotope-project.eu" target="_blank" rel="noopener noreferrer">The bIoTope Project</a></span></div>]]></content:encoded>
<excerpt:encoded><![CDATA[Standards are needed to enable data sharing and connected service provision amongst system stakeholders.]]></excerpt:encoded>
<wp:post_id>3718</wp:post_id>
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<title>Open innovation</title>
<link>https://opensourcelab.dfki.de/taxonomy/open-innovation/</link>
<pubDate>Mon, 16 Dec 2019 12:30:21 +0000</pubDate>
<dc:creator><![CDATA[dfki]]></dc:creator>
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<content:encoded><![CDATA[<span style="font-weight: 400;">Open innovation brings expertise from outside parties to generate ideas or solve problems to achieve outcomes that could not have been conceived by one stakeholder alone. </span><span style="font-weight: 400;">Diverse collaboration between stakeholders and fields of expertise within a context of open resources such as open source software, open access to knowledge and open data has enabled many important inventions and discoveries.</span>
<span style="font-weight: 400;">The complexity of social, environmental and economic challenges that both the public and private sector must contend requires the utilisation of a broad range of skills and joint-working between previously disparate organisations and industries. To enable open innovation principles and problem solving processes to emerge within the complex systems of cities many cities and research institutions are initiating open innovation programs, to support the local startup ecosystem and forge new types of partnerships with established organisations to solve urban challenges. </span>
<span style="font-weight: 400;">Emerging open innovation concepts and projects concerning urban systems and mobility include MOD Cities by the Rocky Mountain Institute which are described as “living test sites where local municipal governments, developers, financiers, the vehicle-service industry, and urban designers and architects actively collaborate to co-innovate at the nexus of urban design, vehicles, and new mobility services.”</span><span style="font-weight: 400;"> [1]</span>
<span style="font-weight: 400;">In Antwerp a living lab has been established as a collaboration between the City of Antwerp, Flanders and imec, a nano electronics company. It includes a startup incubator and accelerator, investment in new technologies as well as the piloting of new technologies in partnership with the city.</span>
<div class="footnote"><span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[1] <a href="https://rmi.org/insight/cities-designed-to-shape-and-enable-new-mobility/" target="_blank" rel="noopener noreferrer">Rocky Mountain Institute (2018) Cities Designed to Shape and Enable New Urban Mobility</a></span></div>]]></content:encoded>
<excerpt:encoded><![CDATA[Similar to transformations for networked governance, open innovation is based on networks of people and organisations collaborating to develop novel ideas and solutions to complex problems. ]]></excerpt:encoded>
<wp:post_id>3723</wp:post_id>
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<title>User-centered design</title>
<link>https://opensourcelab.dfki.de/taxonomy/user-centered-design/</link>
<pubDate>Mon, 16 Dec 2019 12:38:19 +0000</pubDate>
<dc:creator><![CDATA[dfki]]></dc:creator>
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<content:encoded><![CDATA[<span style="font-weight: 400;">Both private and public sector actors should utilise user-centered design research and design methods to ensure that digital transformations address actual user or customer needs as well as improve the usability and accessibility of product offerings or service provision. User-centered design has become a standard approach for startups and organisations seeking to create viable businesses to identify problems to be solved and heighten customer satisfaction.</span>
<span style="font-weight: 400;">The public sector has traditionally undertaken communicative and collaborative approaches to ascertain feedback on internally conceived plans or program implementation impacts. However there is increasing importance attributed to customer experience in government service provision to meet the public’s expectations of good governance. To ensure needs and expectations are adequately met subject citizens and stakeholders are ideal collaborators to identify problems and possible solutions at the earliest conception and design stages of a program or project. One example is collaborative solution building for civic projects involving new technologies undertaken by City Tech Collaborative through user testing and focus groups. [1]</span>
<div class="footnote"><span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[1] <a href="https://www.citytech.org/cutgroup" target="_blank" rel="noopener noreferrer">City Tech Collaborative.</a> <i>Civic Design and User Testing.</i></span></div>]]></content:encoded>
<excerpt:encoded><![CDATA[User-centered design focuses on the needs and desires of the users of products and services to ensure they are met and even exceeded. ]]></excerpt:encoded>
<wp:post_id>3725</wp:post_id>
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<title>Open source software</title>
<link>https://opensourcelab.dfki.de/taxonomy/open-source-software/</link>
<pubDate>Mon, 16 Dec 2019 12:41:44 +0000</pubDate>
<dc:creator><![CDATA[dfki]]></dc:creator>
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<content:encoded><![CDATA[<span style="font-weight: 400;">Open source represents a development model and way for individuals, companies and communities to work together. Encouraging open source in an open mobility ecosystem might take the form of an organisation utilising open source software rather than proprietary software or contributing to open source repositories or resources. Some argue that open source has been an essential element driving forward progress in the computing landscape until now, enabling the creation of software ecosystems and new technologies.</span><span style="font-weight: 400;"> [1]</span>
<span style="font-weight: 400;">Free or open source software allows the broadest array of users to access, test, and develop novel add-ons to software code to meet unmet needs or increase a program’s capabilities. It also provides flexibility to change the software as needs or connected technologies develop, in contrast to vendor lock-in which occurs when the cost or complexity involved in changing software is too high for individuals or organisations to change providers despite its inadequacies meeting their needs. </span>
<table style="height: 400px;" width="796">
<tbody>
<tr>
<td></td>
<td>
<h5><strong>Proprietary software</strong></h5>
</td>
<td>
<h5><strong>Free software </strong></h5>
</td>
</tr>
<tr>
<td>
<h5><b>Direct profit</b></h5>
</td>
<td><span style="font-weight: 400;">Yes</span></td>
<td><span style="font-weight: 400;">No</span></td>
</tr>
<tr>
<td>
<h5><b>License costs</b></h5>
</td>
<td><span style="font-weight: 400;">Yes</span></td>
<td><span style="font-weight: 400;">No</span></td>
</tr>
<tr>
<td>
<h5><b>Delivery</b></h5>
</td>
<td><span style="font-weight: 400;">Binary code</span></td>
<td><span style="font-weight: 400;">Source and binary code</span></td>
</tr>
<tr>
<td>
<h5><b>Source </b></h5>
</td>
<td><span style="font-weight: 400;">Trade secret</span></td>
<td><span style="font-weight: 400;">Openly available</span></td>
</tr>
<tr>
<td>
<h5><b>Transfer </b></h5>
</td>
<td><span style="font-weight: 400;">Forbidden</span></td>
<td><span style="font-weight: 400;">Encouraged </span></td>
</tr>
<tr>
<td>
<h5><b>Amendment </b></h5>
</td>
<td><span style="font-weight: 400;">Forbidden</span></td>
<td><span style="font-weight: 400;">Allowed</span></td>
</tr>
<tr>
<td>
<h5><b>Developer</b></h5>
</td>
<td><span style="font-weight: 400;">Businesses </span></td>
<td><span style="font-weight: 400;">Communities, individuals, businesses </span></td>
</tr>
<tr>
<td>
<h5><b>New compilable</b></h5>
</td>
<td><span style="font-weight: 400;">No</span></td>
<td><span style="font-weight: 400;">Yes</span></td>
</tr>
</tbody>
</table>
<h5><strong>Proprietary software vs free software</strong></h5>
<h5><span style="font-weight: 400;">[Adapted from: Saleck, T. 2005.</span><i><span style="font-weight: 400;"> Chefsache Open Source. Kostenvorteile und Unabhängigkeit durch Open Source</span></i><span style="font-weight: 400;">. Vieweg; Germany.]</span></h5>
<span style="font-weight: 400;">There are a number of open source licenses that can be applied to open source software or artistic works, which specify how it can be used by others. [2] They can contain limitations in use to varying degrees. For instance some licenses allow any types of modifications to be made to the code to create something new, even if the new code becomes a proprietary product. Conversely, the license might be copyleft in nature which provides that the code or work may be used, modified and distributed freely by others as long as anything derived from it is bound by the same conditions as the original code or source.</span><span style="font-weight: 400;"> </span>
<span style="font-weight: 400;">The initiative Public Money, Public Code is calling for any software developed by governments to be made publicly available under a Free and Open Source Software licence. [3]</span><span style="font-weight: 400;"> In line with this and as part of its technological sovereignty strategy, the Barcelona city administration is currently phasing out the use of proprietary software. This will be enabled by outsourcing IT projects to local small and medium sized enterprises and employing developers to build software programs for its own specific needs.</span>
<div class="footnote"><span style="font-weight: 400;">[1] Haff, G. (2018) <i>How Open Source Ate Software.</i> Apress.</span>
<span style="font-weight: 400;">[2] For example, refer to <a href="https://producingoss.com/en/license-choosing.html" target="_blank" rel="noopener noreferrer"><em>Producing Open Source Software</em></a></span>
<span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[3] <a href="https://publiccode.eu" target="_blank" rel="noopener noreferrer">Public money, public code</a></span></div>]]></content:encoded>
<excerpt:encoded><![CDATA[The open source movement involves much more than simply providing free code for software creation.]]></excerpt:encoded>
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<title>Data stewardship</title>
<link>https://opensourcelab.dfki.de/taxonomy/data-stewardship/</link>
<pubDate>Mon, 16 Dec 2019 13:04:53 +0000</pubDate>
<dc:creator><![CDATA[dfki]]></dc:creator>
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<content:encoded><![CDATA[<span style="font-weight: 400;">Data stewardship concerns the people or entity that ensures data is managed according to agreed practices and principles. Those responsible for data stewardship implement the data strategy and ensures data quality, compliance, privacy and security through </span><span style="font-weight: 400;">data management</span><span style="font-weight: 400;"> and </span><span style="font-weight: 400;">data sharing</span><span style="font-weight: 400;"> (where applicable).</span>
<span style="font-weight: 400;">The responsibility for data management could take a number of forms. For government and large organisations it could be a governing body or independent trust. Within an enterprise organisation data stewardship might be delivered through a role or team. Given that digitisation is permeating throughout the public and private sector at multiple scales, there will be an array of data stewardship models adopted by organisations and companies according to their size and stakeholder needs. </span>
<span style="font-weight: 400;">Those responsible for data stewardship need to implement stakeholder and consensus driven processes that define the rules for every type of activity concerning data. This includes solutions to the growing need of big data, whereby such is collected by only certain organisations but is needed by various stakeholders in the ecosystem to achieve diverse technology innovation outcomes involving an array of actors. </span>
<span style="font-weight: 400;">The Barcelona Municipal Data Office (MDO) is a data stewardship model established within a city government administration. It is a multi-department directorate responsible for the management, quality, governance and exploitation of data relating to Barcelona City Council and all its associated bodies (public and private) that provide services to the general public.</span><span style="font-weight: 400;"> [1] Examples involving public-private partnerships for data stewardship, management and sharing include the City Data Exchange, a pilot between the Municipality of Copenhagen, the Capital Region of Denmark and Hitachi. [2]</span><span style="font-weight: 400;"> In Toronto, Canada Sidewalk Labs has proposed an independent government-sanctioned entity to form a Data Trust as part of proposals for the public-private redevelopment of a post-industrial waterfront area utilising emergent technologies. [3]</span>
<div class="footnote"><span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[1] <a href="https://www.barcelona.cat/digitalstandards/en/data-management/0.1/governance/" target="_blank" rel="noopener noreferrer">Governance of municipal data: the Municipal Data Office</a></span>
<span style="font-weight: 400;">[2] <a href="https://cphsolutionslab.dk/en/news/city-data-exchange" target="_blank" rel="noopener noreferrer">City Data Exchange.</a></span>
<span style="font-weight: 400;">[3] <a href="https://www.sidewalktoronto.ca/innovations/digital-innovation" target="_blank" rel="noopener noreferrer">Sidewalk Toronto. <em>Digital Innovation.</em></a></span></div>]]></content:encoded>
<excerpt:encoded><![CDATA[Defining the management framework for data constantly collected from transport users, organizations and vendors. ]]></excerpt:encoded>
<wp:post_id>3729</wp:post_id>
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<title>Data management</title>
<link>https://opensourcelab.dfki.de/taxonomy/data-management/</link>
<pubDate>Mon, 16 Dec 2019 13:20:45 +0000</pubDate>
<dc:creator><![CDATA[dfki]]></dc:creator>
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<content:encoded><![CDATA[<span style="font-weight: 400;">It is undertaken by those responsible for </span><span style="font-weight: 400;">data stewardship</span><span style="font-weight: 400;"> to enable data quality, security and compliance with relevant laws. Data management implements the data architecture needed for data governance to achieve the goals set out in the data strategy or agreed by stakeholders the data affects. Data architecture encompasses the rules, standards and models that specifically define the type of data collected, its format, how it is used, stored, managed and integrated in an organisation, made open data or deleted. It might involve structured data within databases and information systems, and unstructured data which can include any data not as traditionally stored within a database or in a file such as documents, content, audio or video.</span>
<span style="font-weight: 400;">The National Association of City Transportation Officials in the USA created guidance for local and city governments to implement data management in the public interest. The guidance provides four principles, which could also be applied more broadly than just mobility related undertakings [1]:</span>
<ul>
<li style="font-weight: 400;">
<h5><strong>Public good</strong><strong style="font-size: 16px;">:</strong><span style="font-weight: 400; font-size: 16px;"> Cities need certain data from private mobility vendors operating on city streets to ensure positive safety, equity, and mobility goals for public space.</span></h5>
</li>
<li style="font-weight: 400;">
<h5><strong>Privacy</strong><strong style="font-size: 16px;">:</strong><span style="font-weight: 400; font-size: 16px;"> Geospatial mobility data should be treated as personally identifiable information (PII).</span></h5>
</li>
<li style="font-weight: 400;">
<h5><b>Purpose</b><span style="font-weight: 400; font-size: 16px;">: The reason why each data point needs to be shared should be clear. For cities this could be to answer planning, analysis, oversight or enforcement questions. </span></h5>
</li>
<li style="font-weight: 400;">
<h5><b>Portability</b><span style="font-weight: 400; font-size: 16px;">: Open data standards and open formats should be applied, as long as data protection standards are met.</span></h5>
</li>
</ul>
<span style="font-weight: 400;">In line with this guidance, the World Business Council for Sustainable Development (WBCSD) are currently developing a position paper on data sharing principles. It will include data sharing use cases that could be achieved through partnerships between cities and mobility vendors. [2]</span>
<div class="footnote"><span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[1] National Association of City Transportation Officials (NACTO) and the International Municipal Lawyers Association (IMLA) <a href="https://nacto.org/managingmobilitydata/" target="_blank" rel="noopener noreferrer"><em>Guidelines for Managing Mobility Data (2019)</em></a> </span>
<span style="font-weight: 400;">[2] <a href="https://www.wbcsd.org/Programs/Cities-and-Mobility/Transforming-Mobility/Transforming-Urban-Mobility/Data-Sharing-Principles" target="_blank" rel="noopener noreferrer">WBCSD Data Sharing Principles</a></span></div>]]></content:encoded>
<excerpt:encoded><![CDATA[Data management involves an array of activities to ensure data is managed in accordance with regulations, standards and stakeholder expectations.]]></excerpt:encoded>
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<title>Data sharing</title>
<link>https://opensourcelab.dfki.de/taxonomy/data-sharing/</link>
<pubDate>Mon, 16 Dec 2019 13:44:53 +0000</pubDate>
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<content:encoded><![CDATA[<span style="font-weight: 400;">They enable a greater array of stakeholders to contribute to or benefit from emergent mobility ecosystem opportunities as users, creators or service providers. Increasing mobility data access by transit authorities enables data based products and services to be developed that can contribute to the accomplishment of urban sustainability goals. For example access to real time transit information has been shown to increase public transport patronage.</span><span style="font-weight: 400;"> [1]</span>
<span style="font-weight: 400;">Open government data has significant potential to drive innovation in the public sector as well as for enabling industry driven solutions to mobility challenges. [2]</span><span style="font-weight: 400;"> For example the EU funded OpenGovIntelligence research project implemented a number of pilots to develop a framework for how open government data could be applied via a co-created process, to improve the design and delivery of public services.</span><span style="font-weight: 400;"> [3] Focusing on how open data how open data policy might impact private sector innovation, Open Data Institute research found that increased data openness would likely provide increases in the amount of product and category innovation compared to the low data openness, although not reduce the dominance of large companies. [4]</span><span style="font-weight: 400;"> </span>
<span style="font-weight: 400;">That said, making data open or ensuring it is shared does not guarantee public value. The variety of data points needed depend on the challenge a city or organisation aims to address. Aiming to ensure data openness in the public interest, best practices have been developed for sharing public sector information. One example is the Share-PSI 2.0 guidelines co-funded by the European Commission. It sets out 129 recommendations and includes policies and legislation to be taken into consideration for open data.</span><span style="font-weight: 400;"> [5]</span>
<span style="font-weight: 400;">Data sharing partnerships might be established through government procurement or permit granting activities. The sharing of certain data points can be required as part of these processes and can be enabled by standard contract clauses referring to data utilization and ownership.</span><span style="font-weight: 400;"> [6] Mobility data sharing in this format is currently enforced by New York City which requires ride hailing companies to provide the city the date, time, and location of pickups and drop-offs (at least down to the intersection), the vehicle’s license number, the trip mileage, itemized trip fare, route (including whether the vehicle entered traffic-choked Midtown), and how much the driver was paid. Los Angeles Department of Transportation created the Mobility Data Specification which similarly enables information transfer to the city about shared scooters e.g. where they are at all times. Providing data via the MDS standards is one of the conditions for operators seeking permission for shared mobility businesses in Los Angeles. These standards have since been adopted by other US cities and are now the basis for the standards advocated by the Open Mobility Foundation. They have the potential to be used for all forms of mobility. </span>
<div class="footnote"><span style="font-weight: 400;">Best practice:</span>
<span style="font-weight: 400;">[1] <a href="http://transitcenter.org/publications/transit_data/#recommendations" target="_blank" rel="noopener noreferrer">The Transit Center (2017). <em>The Data Transit Riders Want.</em></a></span>
<span style="font-weight: 400;">[2] <a href="http://opendatatoolkit.worldbank.org/en/open-data-in-60-seconds.html">The World Bank (2019) </a></span>
<span style="font-weight: 400;">[3] <a href="http://www.opengovintelligence.eu/" target="_blank" rel="noopener noreferrer">OpenGovIntelligence (2019)</a></span>
<span style="font-weight: 400;">[4] The Open Data Institute (2019). <a href="https://theodi.org/article/what-effect-does-data-portability-have-in-an-agent-based-model-of-the-data-economy/" target="_blank" rel="noopener noreferrer"><i>What effect does data portability have in an agent-based model of the data economy?</i></a></span>