From a circular standpoint it is interesting to reuse as much as possible construction and demolition waste (CDW) into new building projects. In most cases CDW will not be directly reusable and will need to be processed and stored first. In order to turn this into a successful business case CDW will need to be reused on a large scale. In this paper we present the concept of a centralized and coordinated location in the City of Utrecht where construction and demolition waste is collected, sorted, worked, stored for reuse, or shipped elsewhere for further processing in renewed materials. This has expected advantages for the amount of material reuse, financial advantages for firms and clients, generating employability in the logistics and processing of materials, optimizing the transport and distribution of materials through the city, and thus the reduction of emissions and congestion. In the paper we explore the local facility of a Circular Hub, and the potential effects on circular reuse, and other effects within the City of Utrecht.
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In recent years, cities such as Amsterdam have used the term hub city to define themselves in a global context. Hub cities are cities that play – or aspire to – a crucial role in the international and globalising economy. As such they form a hub, a ‘node’ of relevant traffic. What exactly is meant by this is open to different interpretations.
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The ever-increasing electrification of society has been a cause of utility grid issues in many regions around the world. With the increased adoption of electric vehicles (EVs) in the Netherlands, many new charge points (CPs) are required. A common installation practice of CPs is to group multiple CPs together on a single grid connection, the so-called charging hub. To further ensure EVs are adequately charged, various control strategies can be employed, or a stationary battery can be connected to this network. A pilot project in Amsterdam was used as a case study to validate the Python model developed in this study using the measured data. This paper presents an optimisation of the battery energy storage capacity and the grid connection capacity for such a P&R-based charging hub with various load profiles and various battery system costs. A variety of battery control strategies were simulated using both the optimal system sizing and the case study sizing. A recommendation for a control strategy is proposed.
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This open access book presents a selection of the best contributions to the Digital Cities 9 Workshop held in Limerick in 2015, combining a number of the latest academic insights into new collaborative modes of city making that are firmly rooted in empirical findings about the actual practices of citizens, designers and policy makers. It explores the affordances of new media technologies for empowering citizens in the process of city making, relating examples of bottom-up or participatory practices to reflections about the changing roles of professional practitioners in the processes, as well as issues of governance and institutional policymaking.
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Research finds that the global market value of cargo bikes will hit 2.4 billion euros by 2031. Analysts with Future Market Insights assessing the growth of cargo bikes have placed the parcel courier industry as a key buyer of electric cargo bikes, forecasting that 43 per cent of sales could go to this industry. This growth is driven by city logistics trends, particularly as studies emerge showing the high efficiency and cost saving of the cargo bike versus the delivery van. It will not solely be direct incentives that drive uptake, however. The policy that restricts motoring and emissions is expected to be a key driver for businesses that seek profitability, with three-wheeled electric cargo bikes making up nearly half the market. The advance of e-bike technology has seen a strong rise in market share for assisted cargo bikes, now accounting for a 73 per cent market share. Potentially limiting the growth is the legislation governing the output and range of electric cargo bikes (FMI, 2021).To deal with the issues of faster delivery, clean delivery (low/zero emission) and less space in dense cities, the light electric freight vehicle (LEFV) can be–and is used more and more as–an innovative solution. The way logistics in urban areas is organized is being challenged, as the global growth of cities leads to more jobs, more businesses and more residents. As a result, companies, workers, residents and visitors demand more goods and produce more waste. More space for logistics activities in and around cities is at odds with the growing need for accommodation for people living and working in cities. Book: Innovations in Transport: Success, Failure and Societal Impacts
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Cities around the world are increasingly using events as a tool to generate a wide range of effects, including image enhancement, income generation, and social cohesion. However, the use of events as an urban policy tool is hampered by the fact that events themselves also have their own objectives, such as making a profit or advancing the agenda of national and international organizations. In some cases, the objectives of the events and the city may coincide, but in other cases, they may not. Therefore, for cities there is a growing challenge in coordinating their events program in order to maximize the benefits for the city as a whole, while also supporting individual events. Many cities have already developed specific events policies and support mechanisms, but these tend to treat events as individual occurrences, rather than as an integral part of the urban ecology. Richards and Palmer have argued that the "eventful city" needs to take a strategic, holistic view of its events portfolio in order to move from being a city full of events to developing "eventfulness." This article considers how some cities are developing more holistic approaches to event policy and eventfulness. In reviewing the events policies of cities worldwide, it identifies three emerging policy models: event-centric policy, sector-centric policy, and network-centric policy. The article further considers the implications of these different models for events and events policies in cities.
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To realize a more sustainable city logistics system the focus should go beyond reducing emissions only. Next to zero emission vehicles, reduction of urban logistics trips is required in light of several urban, environmental and economic challenges. This contribution focuses on the role of hubs and decoupling points, where logistics flows to and from a city are decoupled from the flows in a city, to optimize the city logistics. For six distinctive hubs or decoupling point concepts, we examine the potential under current market and legal conditions. By decomposing city logistics in subsegments and urban logistics trip structures, we estimate the realistic trip reduction potential of decouple points in the current city logistics conditions.
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There is a lot of attention for the reduction of city logistics' emissions. But also if city logistics' vehicles are zero emission, the vehicles remain present in urban areas. Zero emission vehicles also occupy valuable urban space during unloading on the road and on sidewalks. Despite the spatial impact of city logistics, it is rarely considered in spatial planning. Based on four case studies, we explore possibilities to actively integrate city logistics in spatial planning policies and practices in order to reduce nuisance, but also to enhance efficiency of deliveries. In the end, spatial planning determines the physical urban conditions in which city logistics operations are taking place for many years. From the results we distil a research agenda to bridge the gap between city logistics as a traffic issue and its integration in spatial planning policies.
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Being a hub and a hotspot for many people from all over the world means that new dynamics have entered Amsterdam and other cities in the last few years. Money flows pass through the city, and we often do not know anymore whose money this is, where it comes from or where it goes. At the same time, the development of cryptocurrencies and parallel money cultures all contribute to the opaqueness of the future of the financial world.To better understand the current dynamics that will affect our financial future, the City of Amsterdam has taken the initiative to organize an international conference in collaboration with the Institute of Network Cultures from the Amsterdam University of Applied Science: Flying Money – Investigating illicit Financial Flows in the City.This publication contains the results of the conference, along with relevant academic and other articles ensuing from the conference.
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