James Rowntree, vice president at Jacobs, asked this question in Infrastructure Intelligence blog: What does it take to be smart? It is in everybody’s mind these days.
12 March 2021
Collaboration between city leaders, asset owners, investors and the tech sector is crucial in realising the benefits of smart cities says James Rowntree of Jacobs.
The term ‘smart’ has been used for some time now to broadly describe the adoption of technology by a city or infrastructure owner. The expression has begun suffering from overuse, particularly where the public experience of the result has been anything but smart, in the literal sense.
Many cities and infrastructure owners have made technology investments over the years to automatically monitor or control things such as streetlights, water levels, utility distribution and traffic flow. However, these are relatively modest interventions when put in the context of ‘Industry 4.0’, the much-heralded fourth industrial revolution and the impact that real-time data and advanced analytics could have on how our cities and infrastructure assets operate in the future. If the hype is to be believed – and there’s good reason for it to be – then the future of smart is potentially transformational. The big challenge though is how to get there – and who pays?
The use cases for smart cities are multiple, varied and growing, as anyone who has visited any of the international smart city exhibitions will be able to testify. It’s clear that relatively benign sensors that periodically transmit data today will be replaced tomorrow by real-time interactions which will allow for advanced applications, such as connected and remote healthcare, and connected ecosystems for things like autonomous vehicles.
Whilst many of today’s use-cases will operate on current networks such as LoRaWaN and 4G, 5G is widely seen as the tipping point technology that will enable a lot of the next generation, disruptive use-cases to be realised. However, a challenge for cities and infrastructure owners is that predicting these use-cases is a little like trying to predict in the early 2000s the vast array of applications we now use on our smart phones. Creating a business case for a ‘smart’ entity is therefore not easy.
Connecting people and place
For anything to be smart it needs to be digitally connected and whilst satellite technology is developing, this invariably means hardwiring everything back to fibre. This then introduces the value of connecting people as well as things. Both local and central governments are actively encouraging reliable fibre-to-the-home connectivity for all citizens, recognising the value of closing the digital divide and giving people better access to 21st century jobs, opportunities and services.
There is now a very good body of evidence that points to the positive social and economic benefits of fast and reliable digital connectivity. Cities in particular have an opportunity to promote digital connectivity as a platform for creativity and innovation that in turn is attractive to inward investment and growth.
Unlocking the value of infrastructure
Similarly, owners of linear infrastructure assets see the opportunity to use their networks to promote the laying of fibre, unlocking not only operational use-cases and additional revenue streams for themselves but also providing a social value benefit through connecting people in harder to reach areas.
The starting point is therefore to be clear on the outcomes to be achieved. The challenge for any city or infrastructure owner is to get digital connectivity where they need it and to build use-cases around the technology they intend to adopt.
Both urban and rural communities are generally reliant on the established telecom network providers expanding their fibre and mobile networks, although the timing and geographic reach of these plans is principally driven by their own commercial considerations rather than the specific priorities of a city or infrastructure owner.
More recently, given it can be highly revenue generative, there are increasing numbers of private investors seeking to realise value from fibre ownership and governments are actively encouraging this in certain jurisdictions. The good news is that there’s a lot of cash available for investment in digital connectivity if only the right business cases can be established.
Putting forward the case for change
To be both smart and to realise the benefits of connected citizens, public authorities are highly reliant on this private investment from either established or new telecom network providers. In turn, that private investment depends upon being able to secure anchor revenues to justify an investment case.
For public authorities who can navigate state aid and public procurement regulations, they can attract this investment by either providing a future anchor tenancy commitment or encouraging others to do so. This all comes down to being able to develop their own credible business cases that clearly capture future connectivity benefits.
Defining and banking these future benefits is therefore key to being able to attract investment. Whilst technology companies are spending billions on research and development and there’s a highly impressive array of technologies on the market, cities and infrastructure owners need to understand those that will truly add value. Technology remains nothing more than an interesting idea until such a time that it becomes accessible and deployable in a way that creates tangible value for the end user.
For a city or infrastructure owner, it’s the consequences of this technology on business processes, people and training that needs to be clearly understood as part of the overall business case. These important points are often lost in the excitement of the technology but matter hugely to the ultimate buyer.
To realise the benefits of becoming truly smart – where city and infrastructure operations are a fusion of the physical and cyber worlds – is highly complex and requires the alignment of interests across the technology, telecommunications and investment sectors in collaboration with the city leadership and asset owners.
James Rowntree is vice president – telecoms and digital infrastructure – at Jacobs.
Analytics Insight‘s LATEST NEWS is about the Impact of Technology in Smart City Transportation Solutions. It is a piece of TECH NEWS and is by Monomita Chakraborty. In the MENA region’s cities, the most significant concern is the uncontrolled recent growth of urban development without focusing on public spaces such as roads and common areas like train stations that promote access and social interactions. The few Smart Cities of the Gulf area appear to have leant, emphasising the transport and all related infrastructure.
So here is in a few words that :
Intelligent transport management system must be one aspect of developing a smart city
A smart city is, in particular, a city that uses technology to provide facilities and help fix problems in the city. A smart city works like improving transport and convenience, improving public assistance, saving energy, and giving voice to its people. Improving policy effectiveness, waste reduction and disruption, improving economic and social reliability, and maximizing social integration are the primary goals of a smart city.
Individuals engage with smart city environments in various ways through smartphones and other mobile devices as well as smart cars and houses. Pairing the physical infrastructure and facilities of the city with machines and data will minimize costs and increase productivity.
The advent of new and interesting innovations that strive to keep cities smarter has only significantly contributed to this idea, and creating an intelligent transport management system must be one aspect of developing a smart city that is critically significant.
Intelligent Transportation System (ITS)
The Intelligent Transportation System (ITS) can fundamentally change the way people travel in smart cities and metro systems. In offering multiple transport modes, developed infrastructure, traffic and connectivity management strategies, ITS presents a better solution. In order to provide customers with access to a better, easier and quicker way to travel, it uses a range of electronic, wireless and networking technologies.
According to Smart City Press, “Market reports estimate an annual growth rate of 25.1% in the smart transportation segment for coming five years. From USD 72.05 Billion in 2016 it is expected to reach USD 220.76 Billion by 2021. The major proponents of this growth are smart cities, need for public security and safety and government’s initiatives to improve present day transportation infrastructure.”
Transport technology advances are fundamentally developed out of needs such as performance, convenience, and security. Scientists and researchers in the transport industry work as a team to guarantee that these emerging developments deliver quicker, safer and with the lowest possible assets and get more people (or items) to their destinations. This is why we’ve seen a switch from coal-powered trains to super bullet trains, for instance.
The Internet of Things (IoT)
The Internet of Things implies that it is possible to link all individuals and objects across networks. These extensive channels could affect various areas of our day-to-day driving such as route design, emergency preparedness, security.
Big data is used to save traffic and ease congestion by assisting in traffic analysis and planning. Sensors built on transportation systems and fast vehicles help firms to gather streams of data from transportation agencies’.
Artificial Intelligence (AI)
AI can make traffic more effective, mitigate congestion problems, facilitate parking and enhance car and ride sharing. Since AI helps to preserve the movement of traffic congestion, it can also cut vehicle fuel usage while it is static and remove pollutants and urban development.
Mobility as a service (MaaS) is a number of digital technologies aimed at improving the reliability and simplicity of transportation. MaaS tries to incorporate all facets of consumer experiences into a single service or framework that is user-friendly. This involves planning, scheduling, issuing tickets, transactions, and alerts for trips.
A dynamic infrastructure of technological advancements and collaboration between the public and private sectors makes MaaS real. Mobility as a platform for services leverages these innovations and this collaborates to build apps and services that contribute to efficiency of transport in real time and travel preferences.
As per reports of Smartrak, “According to the UN, 68% of the world’s population is projected to live in urban areas by 2050. This poses a major challenge to those in charge of planning our transport infrastructure; sooner or later we’re going to see diminishing returns on road transport infrastructure. The unfortunate truth is that regardless of how many new roads we build, there is a hard limit to the number of vehicles that can be on the roads at any one time.”
UAE FIRST NATIONAL RAIL NETWORK TO ‘TRANSFORM THE ECONOMY’ AND KEY ROLE IN REDUCING CARBON FOOTPRINT
Engineers in the Hajar Mountains between Dubai and Fujairah are making way for 16 Kilometers of tunnel, which will one day see trains shooting through it on a journey that stretches from coast to coast, and even possibly further afield.
The UAE is known for its love of cars as well as its strategic ports and airports, but now is betting big on its first national rail network. The 1,2000-kilometre artery will connect the Gulf of Oman to the Persian Gulf, down through the emirates, into Abu Dhabi’s interior and to Ghuweifat on the border of Saudi Arabia, a key step in a long-mooted rail network crossing the Arabia peninsula.
“The top line implication … is that it has the potential to transform the UAE economy — and not just the UAE, but potentially the GCC [Gulf Cooperation Council],” says Richard Thompson, editorial director of the Middle East Economic Digest.
GOING GREEN WITH SUSTAINABLE TRANSPORT
But the move also signals the country’s green ambitions. The UAE has one of the world’s largest footprints per capita, according to the World Bank, and sustainable transport is one way the government plans to reduce it.
The diesel rail line could save 2.2 million metric tons of greenhouse gas emissions per year through its freight capacity alone, says the developer. That’s equivalent to taking 375,000 vehicles off the road and even has the potential to electrify in the future, which would massively benefit the environment by cutting emissions further by using renewable energy.
“I think rail has a huge role to play in helping the UAE reduce its carbon footprint,” says Thompson. “Rail can provide a much more efficient mode of transport for goods and people movement around cities; it can help your cities function better.”
Led by Etihad Rail and funded by the UAE Ministry of Finance and the Abu Dhabi Department of Finance, it has been designed first for freight, and passenger capacity to follow. There is no completion date announced just yet, through “the network is growing as planned” with all contracts awarded, Etihad Rail told CNN.
The network will include links to Jebel Ali Port, Khalifa Port and the Port of Fujairah and industrial hubs in Abu Dhabi, Dubai and Ras Al Khaimah. The route across the UAE, according to Thompson, when connected to an in-progress Saudi network could create a direct link from the Indian Ocean to the Red Sea across the peninsula, bypassing the Straits of Hormuz to the north and the Horn of Africa to the south, with big repercussions for the movement of international cargo.
“You have a more efficient mode of transport, linking ports with each other and removing congestion on the roads and contributing to decarbonization,” he explains.
The executive director of commercial at Etihad Rail, Ahmed Al Musawa, expects 60 million metric tons of freight will move from road and sea to the rail network annually.
Beyond consolidating the UAE’s position as an international transport hub, there will be benefits at a national level too, Al Musawa says. Stage one of the network in Abu Dhabi has transported 33 million metric tons of sulfur since 2016 and has turned the UAE into the world’s largest exporter of the element, he says. Sulfur is used in the manufacturer of everything from fertiliser to paper.
Stage two, which stretches 367 miles began constructions earlier this year, could have even wider benefits.
Kevin Smith, the editor in chief of the International Railway Journal, identifies the railway as a “key strategy … to diversify (the UAE’s) economy slightly away from oil and gas.”
“I think the steel industry, oil and gas industry, then the mining and quarrying industry, should be the main beneficiaries,” says Thompson. “(The network) has the potential to integrate the northern emirate economies much closer into the national economy and accelerate growth and investment in those places.”
OFF THE ROADS TO THE RAILS?
It’s still unknown how the rail line will change the daily lives of the population. Passenger trains running at 124 miles per hour are touted by Etihad Rail – but no date has been announced. If the network follows through, it could change commuting forever.
“When you have direct, fast access, naturally that does change the way we perceive (distance), or we select where we live or work or study,” Al Musawa says. “The access to materials, services and markets can evolve around such a network.”
But will it convince Emiratis to swap their cars for trains? Thompson says there are some obstacles, including the “last mile problem” — getting people from their homes to train stations.
Walking in the summer sun isn’t an attractive option, but Al Musawa says ride-sharing and “other micro-mobility solutions” may be the answer, adding Etihad Rail is learning from other countries’ experiences.
“I think there’ll be great demand,” Smith argues. “Their whole cities are built around the car, but I think the popularity of the metro (in Dubai) has shown that people will use it if it’s there.”
Once considered a farfetched possibility by skeptics, global warming and climate change are now surfacing as palpable realities of the day. From wildfires in Australia to melting glaciers in Iceland, the year 2020 bid farewell to the hottest ever decade recorded on the planet. Fortunately, though, measures are being taken across all industries to curb our modern world’s carbon footprint, and the case of building and construction sector is no different.
According to a recent UNEP-supported report titled 2019 Global Status Report for Buildings and Construction, construction sector in 2019 continued its notorious position as the largest contributor of greenhouse gas emissions, resulting in 39% of the energy and process-related carbon emissions recorded during the year. The report further states that whilst as many as 136 countries have expressed intentions to work towards sustainable buildings, only a few have elaborated on tangible actions strategized to achieve such plans.
The global building stock is forecasted to grow twofold by 2050 as a direct consequence of increasing urbanization. If left unchecked, GHG emissions resulting from the building industry can rise to 50% of the global carbon emissions in the next three decades. While technological innovations have given way to reduced energy consumption, increasing cooling demand emerging from hot regions have overshadowed a significant positive trajectory. That said, countries across the world are increasingly targeting the urban built environment as a part of their national strategy towards a low-carbon future.
Within the Middle East and North Africa (MENA) region, Qatar houses one of the highest collections of sustainable buildings. Concluding 2019, the country saw completion of more than 50 projects certified under the Global Sustainability Assessment System (GSAS) – MENA’s first performance-based assessment system for green buildings. Based on their overall sustainability credentials, projects registered under GSAS can achieve up to 5 Stars, representing the highest levels of sustainable features in terms of design and build. The award of final rating and certificates follows a comprehensive process whereby auditors from the Gulf Organisation for Research & Development (GORD) analyze several aspects of projects at multiple stages throughout the construction phase.
For the year 2019, here are some green projects successfully completed under GSAS.
During 2019, many recipients of outstanding sustainability ratings were linked with Qatar Rail’s Doha Metro project. With Mesheireb Station achieving the highest rating of 5 Stars, another 17 metro stations and 2 stabling yards at different locations within Doha received 4 Stars for their environmentally friendly design and build aspects. Doha Metro is by far the world’s first metro project with accredited sustainable certification specific to rating railway stations. This has been achieved through GSAS’ unique Railways Scheme that is used for rating the sustainability and ecological impacts of new main station buildings, including spaces that serve various functions of a metro station. According to Consolidated Contractors Company, sustainability of the project has been achieved through responsible site development, water saving, energy efficiency, materials selection, cultural and economic value support and innovation in design. Stations awarded GSAS accreditation during 2019 included those located in Msheireb Downtown, Ras Bu Abboud, Al Sadd, Al Sudan, Bin Mahmoud, Qatar University, Hamad International Airport Terminal 1, Al Doha Al Jadeda, Umm Ghuwailina, Ras Bu Fontas, Economic Zone, Al Wakrah, Al Bidda, Corniche, Hamad Hospital, Al Riffa, The White Palace and Education City.
Lusail City Projects:
A number of projects receiving green certifications during 2019 represented Lusail City – Qatar’s first smart city covering 38 square kilometers, that has mandated GSAS to ensure sustainability of all of its buildings. A flagship project of Qatari Diar, Lusail City has been dubbed as the “largest single sustainable development” ever undertaken in the State of Qatar. Use of native flora and water efficient landscaping mechanisms are some ways the city conserves water. Its integrated transport system reduces GHG emissions resulting from private vehicles. The city’s urban connectivity has been achieved through light rail, ample pedestrian walkways, bicycle tracks and park-and-ride facilities at the public transport stations. With a capacity to reduce up to 65 million tons of CO2 per annum, Lusail’s district cooling plant boasts of being one of the largest in the world. Other green credentials benefiting the entire city include a pneumatic waste collection system, sewage treatment plant and an interconnected natural gas network designed to cut down energy consumption.
Within Lusail, Marina Yacht Club Al Khaliji Tower received the highest sustainability rating of 4 Stars during 2019 followed by another 8 commercial, residential and mixed-use developments receiving 4, 3 and 2 stars. Once complete, the city will have the capacity to accommodate 200,000 residents, 170,000 employees and 80,000 visitors without significant impact on the environment.
Sustainable development is one of the four key pillars of Qatar National Vision 2030, a fact that has provided a natural impetus for public projects to be designed and constructed sustainably. Now, all government projects within Qatar are now mandated to pursue and achieve sustainability under GSAS certification system. To this end, health centers in Al Waab, Al Wajbah, Muaither and Qatar University were successfully completed with 3 Stars sustainability rating during 2019 under the supervision of Public Works Authority ‘Ashghal’. Interestingly, all projects undertaken by Ashghal have been designed and built following sustainability principles – a fact that has been reiterated by Ashghal’s President, Dr. Eng. Saad bin Ahmad Al Muhannadi, who recently emphasized that “Ashghal is implementing GSAS standards in all its public buildings in Qatar, specifically in educational and health buildings.” In the light of these comments, one can safely assume that the upcoming stock of health centers in Qatar will continue to have sustainability at the core of their design and construction.
Hamad Port Project Facilities:
Increasing Doha’s total port capacity, Hamad Port Project started operations in 2016. However, construction has been underway to develop new facilities aimed at enhancing the port’s functional efficiency. The year 2019 witnessed completion of multiple facilities inside the new port with sustainability certification. From accommodation and mosques to civil defense and business center buildings, 19 projects under the umbrella of Hamad Port received sustainability rating between 3 and 2 Stars. Development of the new port has followed comprehensive mechanisms aimed at preserving the environment. For instance, 39,117 mangroves, 14,252 sqm of sea grass and 11,595 hard corals were relocated prior to the construction phase. The relocated flora and fauna are being continuously monitored and have so far proven to be surviving.
Taking green sports infrastructure to another level, Al Janoub Stadium received GSAS 4 Stars during 2019, and rightly so. Soon to be a venue for FIFA 2022 World Cup games, the stadium consumes 30 percent less water in terms of international plumbing codes. More than 15% of its permanent building materials are made from recycled content and more than 85% of the waste generated during construction was processed to be reused or recycled, making it one of the most sustainable stadiums worldwide. Apart from Al Janoub, Qatar University’s Sports and Events Complex was another distinguishing project that received 4 Stars under GSAS Design & Build scheme.
In the traffic-choked megacity of Cairo, the historic Heliopolis district has long stood out for its leafy boulevards, but now construction crews are cutting new highways through it and uprooting its century-old trees.
As Egypt with its burgeoning population nears the milestone of 100 million people, President Abdel Fattah al-Sisi’s government is building a colossal new capital in the desert east of Cairo.
And at least six new highways leading there cut right through Heliopolis, an upmarket district with tree-lined streets laid out in the early 1900s in the style of a mini-European metropolis.
At least 390,000 square meters (96 acres) of green space – or more than 50 football fields – have been razed in the past four months, said activist group the Heliopolis Heritage Initiative (HHI).
One local writer decried what she graphically described as “the raping of a suburb … with its guts spilling out” in a column shared widely online.
Since last August, the military’s engineering arm has been building highways worth about 7.5 billion pounds ($450 million) to link Cairo with the pharaonic new capital under construction about 45 kilometers (30 miles) to the east.
Known as the New Administrative Capital, it is set to boast skyscrapers, a new presidential palace, dozens of ministries and flats for tens of thousands of civil servants, with the aim of easing Cairo’s chronic overcrowding and air pollution.
‘Act of sabotage’
The first victim of the mega-project, however, is Heliopolis, built in 1906 by Baron Edouard Empain, a wealthy Belgian entrepreneur who settled in Cairo while working on modernizing its nascent railways.
He designed the area with wide streets and elegant buildings that meld various design motifs, as embodied in his impressive palace, which is still standing. As one of Egypt’s most expensive suburbs, Heliopolis also houses powerful institutions including the presidential palace, the military academy and several other armed forces facilities.
There are plenty of green spaces, which is rare in the city of over 20 million.
But now Triomphe Square and the lush arterial avenues of al-Nozha and Abou Bakr al-Seddik, marked by palm trees and ficus plants, have become sites for about a dozen routes out of the suburb.
Many residents have been vocal on social media about fatal traffic accidents in recent weeks on new bridges that lack pedestrian crossings or clearly marked speed limits.
Cairo University urban design professor Dalila al-Kerdany slammed the re-zoning of the capital’s green lung as “an act of sabotage”.
That view was shared by Choucri Asmar, a resident and founding member of HHI, who voiced regret that more cars would choke up the road, instead of the old tramline.
“We have been presented with a fait accompli,” he said, sitting in the courtyard of Chantilly, a chic cafe and a venerable institution in the area.
Asmar said no local community consultations were conducted during the planning stages, and that the urban planning decision came “straight from the presidency”.
Kerdany also charged that the re-districting was launched “illegally”, without approval from Egypt’s top heritage body, the National Organization for Urban Harmony.
Comment was sought from Cairo’s Governorate several times – without success.
“Heliopolis was founded for pedestrians, not for cars – they were always meant to come second”, said Alia Kassim, 33, an incensed resident who works in the media.
Kerdany said “the result is frightening… creating a monstrous and unmanageable” mega-city at the expense of green spaces.
Developments are also planned in other historic neighborhoods with millions of residents, such al-Matariya and Nasr City.
With many Heliopolis residents going on with their daily lives and adjusting to the new routes, HHI has remained active online, documenting the district’s vanishing heritage.
Asmar said the initiative will keep up the protest because “if we keep quiet, everyone will be quiet”.
But given Egypt’s fast-growing and youthful population, pressure for urban expansion is unlikely to ease anytime soon.
Kerdany predicted that at the current rate greater Cairo will eventually extend all the way to Suez, about 130 kilometers from Heliopolis.
Originally posted on RobinAndrew: An initially-slight tale, which grows and grows right up to its end, as slight lives desperately try to grow themselves into something important without completely relinquishing the comforts to which they have accustomed themselves. Emerson writes with an almost nineteenth-century reserve which aptly suits her characters and relates as well to…
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