This paper analyses Amsterdam’s Startup-in-Residence (SiR) programme as new type of policy to engage startups in the development of urban innovation through a challenge-based public procurement of innovation (PPI) process. The programme is being mimicked by other cities and government agencies, but so far there has not been a rigorous, theoretically-informed analysis of the approach. In this paper, we specify and focus on the role of city-based, public-affiliated intermediaries as initiators, moderators and influencers of conversations between startups and the local government. The main contribution of SiR as a PPI intermediation programme has been to launch new types of fruitful conversations on several levels, that lead to institutional innovations rather than direct solutions for urban problems or startup development. In this sense, SiR fulfils a role inquiring and ascribing urban challenges with values and notions of “worth” that preceded and shaped innovation directions. We also suggest that engaging startups is effective for only a limited bandwidth urban challenges; different types of intermediation are required to foster collaborative innovation in more complex settings.
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This report summarizes the work done by Thematic Working Group 4 (TWG4) on “Procurement and Tendering” for e-bus deployment. It further analyses the various Good Practices collected by project partners with a reference to the above aspects. This report takes the policy learning one step further and sheds light on regional similarities and differences in practices that have been found functional and worth spreading.
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The Dutch government, in alignment with the Paris climate agreement, has expressed the ambition to reduce CO 2 emissions in the Netherlands by 49% in 2030 compared to 1990. As freight transport is recognized as a serious CO 2 emitter, this sector is confronted with a substantial part of the target. For cities, the reduction of the urban freight transport emissions is, next to the CO 2 reduction, also important to improve the air quality. Dutch municipalities take an active role in coordination, facilitation and acceleration of the emission reduction processes, not only via regulation but also by using their public procurement power. This paper describes the City of Rotterdam's experiences from the EU Horizon 2020 BuyZET project. This project was launched in November 2016 and includes the cities of Rotterdam, Oslo and Copenhagen. The project aims at understanding and optimising the impact of public procurement activities on transport patterns and emissions in cities as well as to find innovative and sustainable delivery solutions for goods and services-related transport in order to reduce emissions.
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from the article: Supply chain integration intensifies through digitalisation of business administration (BA) processes. However, it is unclear whether differences exist between the public and private sector in development or implementation of supply chain integration solutions. The large scope of the supply chain, being a large network of companies working together towards one end product, is limited for this study to e-procurement processes. The related software solutions are included. This study starts with a theoretical snapshot of e-procurement. This is followed by a process viewpoint of the e-procurement function. Next five different forms of e-procurement cooperation are presented seen from an actors network viewpoint. The utilisation of these forms create insight in the differences between the public and private sector in their e-procurement adoption behaviour. The process maturity scan results shows that the process maturity between the two sectors is comparable. However, this only explains the differences per sector concerning their ability to improve and control their processes in general. For reliability, this step is followed by three in-depth interviews combined with analyses of recent e-procurement behaviour studies involving the two sectors. The final step compares the maturity outcome with the in-depth data results. Both sectors show certain forms of coalition in the e-procurement. Where ‘competition’ is a construct that drives the private sector, the public sector has cost control as a driver towards collaboration and integration within e-procurement. This can only partially be explained by the past European financial crises. Differences are found in digital collaboration and the integration itself. The most important difference lies in the European tendering procedure to which the public sector (unlike the private) is restricted. In nature an e-procurement design and development project does not fit the prescribed procedures.
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In Germany, public transport organizations are mainly owned by public authorities. Procurement in Hamburg involves the buses and infrastructure instead of transport services. The procurement process for buses and infrastructure is performed by the transport companies. Such processes must meet German and European public regulations. Therefore, public tender and procurement procedures for buying buses by German Public Transport Operators (PTOs) can be more complex and lengthier than procurement by private PTOs in other countries. As a result, the public transport companies are not primarily driven by profitability, but also by obligations towards the public and political aims. Obligations can comprise to provide affordable, environmentallyfriendly transport services for the citizens. In Hamburg, the public authority incorporates obligations (requirements) for the e-buses in their tendering documents. In Utrecht, as well as most of the rest of the Netherlands, public transport is carried out by private companies, under an operating contract (concession) with a public transport authority. In Utrecht, this authority is the province of Utrecht. The e-buses are the operators’ private property and they are obliged to account to the province of Utrecht for their implementation of public transport. When the province of Utrecht procures the operation of public transport services by means of a European tendering process, private transport companies can offer a bid for this tender. Both, the authority and operators, want to provide good public transport for their customers, but they both have different goals. The operators want to earn a reasonable profit margin on public transport, while the authority wants to fulfil certain public policy goals. The tendering process is where these two come together. It is a strong mechanism to get the best ‘value for money’ out of the market – for example, the most public transport, or the highest number of e-buses running in the area, within the available budget of the public transport authority.
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This article focuses on the innovation partnership (IP) model. This model opens new avenues for public bodies, including cities, to co-create solutions together with private companies or other innovators. It was introduced in 2014, but so far public bodies have been hesitant to adopt it: it is only scarcely used. In the UIA-funded DIACCESS project, started in 2019, the Swedish city of Växjö has embraced this model to co-develop smart city solutions with suppliers, and has so far already learned many lessons that are very relevant for other cities. In this zoom-in, we explain how the IP model works; then, we scrutinize how Växjö has adopted it: what problems were encountered in the various stages, and what lessons can be learned from that?
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Can city administrations benefit from the entrepreneurial spirit of startups, and create better urban solutions with their help? In this paper, we critically assess the interplay between startups and city administrations for city-driven innovative public procurement or “challenge-based procurement” policy, taking Amsterdam’s Startup in Residence (SiR) programme as a case study. We describe and analyse this programme from two perspectives: i) the economic development perspective, i.e. does it promote startups and does it bring them new business opportunities, and ii) a governance perspective, i.e. does it bridge the gap between startups and the city bureaucracy; does it lead to a more innovative culture within city government.
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The Procurement Platform Groningen is a cooperation of 15 tendering authorities in the northern part of the Netherlands. The Platform requested Hanze to start a research project concerning the Social Added Value of the Platform’s spend. The first phase of this research has now been completed. This phase has resulted in more insight into the spend of the Platform. The subject of this working paper concerns one of the next steps in this research. How can tendering authorities stimulate innovation within SMEs through tenders below threshold values? Most of the Platform members’ spend is put to market through non-European tenders. This paper describes a theoretical research into Platform’s possibilities to encourage innovation in SMEs, by using tendering for contracts that are below the threshold value. The results of this research show that the Platform can use several tendering procedures.
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The world is rapidly transforming. Economic, ecological and technological developments transcend existing boundaries and challenge the way we innovate. The challenge we face is to reinvent innovation as well, changing the way organisations and industries innovate and cooperate. Only with a new approach we can design a better future: an approach where stakeholders from government, organisations, companies and users participate in new ways of collaboration; an approach where solutions are realised that makes our society future-proof. Participatory innovation means that the innovation team changes: expanding beyond the boundaries of the own organisation. For organisations and companies, this is a huge step. Every partner must be willing to think and act beyond their own borders and participate in a joint effort. Participative innovation is a new way of working, where new challenges are encountered. In the field of urban lighting, this transformation is strongly felt. This paper will further explore the challenge and describe a rich case study where participative innovation is used to rethink, redesign and realise the solutions to transform urban lighting from functional lighting to improving social quality.
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Recent years have seen a massive growth in ethical and legal frameworks to govern data science practices. Yet one of the core questions associated with ethical and legal frameworks is the extent to which they are implemented in practice. A particularly interesting case in this context comes to public officials, for whom higher standards typically exist. We are thus trying to understand how ethical and legal frameworks influence the everyday practices on data and algorithms of public sector data professionals. The following paper looks at two cases: public sector data professionals (1) at municipalities in the Netherlands and (2) at the Netherlands Police. We compare these two cases based on an analytical research framework we develop in this article to help understanding of everyday professional practices. We conclude that there is a wide gap between legal and ethical governance rules and the everyday practices.
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