Data sharing willingness

The mobile application is only a success if an amount of data is being generated by both public and individual on an ongoing basis. This data is taken from the open data of the municipality, any current available data portal, and on individual electronic devices, in this case personal data of car drivers from their mobile application. An open database should permit the two-way flow of information. This means that anyone can gain access to or contribute to information about the city.

Regarding the privacy concerns, anonymity must be ensured to prevent misuse of an identifiable individual’s behavior or personal history, especially in Europe when the General Data Protection Regulation (GDPR) took effect in 2018. As such it may directly influence on how the municipality implements the data management retrieved from the citizens’ mobile application to allow citizens a more active role in decision-making processes. The interview also includes questions related to how willing the respondents would be to share their personal data from the application with the municipality and other people as illustrated in Table 6.8.

69 Table 6.8 Respondents’ awareness of open data and personal data sharing willingness

Code Awareness of open

While Stavanger smart city is making their data publicly accessible, the open data portal has yet to take off, with a very small percentage of the respondents (12%) knowing this. The findings of a research about open data works reveal that processes of collaborative learning might be hampered by the absence of a shared cognitive framework for understanding open data and a lack of high-quality datasets (Ruijer, Grimmelikhuijsen, Berg, & Meijer, 2018). A majority of the respondents (14 out of 16 respondents) are not aware that the information exists.

Two respondents are aware of the open data but fail to know how they will be able to use it for their decision-making process and engaging with the local government. Some comments include:

“I’m aware of the open data but I have never visited it.” (Respondent 2.2)

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“I think there is quite a lot of information on open data that is not available for use by the public because the data is there but no one estimates and give in-depths.” (Respondent 8.1)

When it comes to the open data website of the municipality, the language barrier exists for some foreigners who cannot speak Norwegian. Because of this, citizens might feel more difficult to understand the system and less motivated to keep studying it. An example is cited below:

“I think maybe it’s hard. I know a lot of stuff is translated into English. And I’m trying to learn Norwegian, but I don’t know if the information is so dynamic.” (Respondent 3.2)

The conceptual mobile application for car drivers described in part 6.4.2 aims to take advantage of the current open datasets related to traffic and call for citizens’ openness to share their CO2

data with the urban platform in order to achieve transparency and accountability, or better service delivery to citizens. Speaking of this, all of the respondents find it comfortable to share their CO2 data with the municipality’s open data with the purpose of enhancing their quality of life and not tracking their travelling. Some comments are included:

“If it’s used on enhancing my life, then yes. If not, I don’t want to get controlled by them. It sounds that this is a tool for them to raise tax to people who have cars like I do.” (Respondent 2.1)

“I would not be comfortable if you track me when I am travelling all the time. I would not be aware of how the data is stored. Then I would feel like under control.” (Respondent 6.2) 6.6 Sustainability

The most sustainable results for a smart city stem from people who live in it. The application developed from their own needs helps to change the role of citizens from passive recipients to active agents.

Two sub-themes, namely (1) Creating an enabling environment, and (2) Looking beyond the present would discuss how the application makes a smart city sustainable.

6.6.1 Creating an enabling environment

The existence of the mobile application described in part 6.4.2 can be used as a good tool to integrate the CO2 goal of the municipality with the interests of average citizens to create an enabling environment. According to (Bowen G. , 2003), an enabling environment is “the aggregate of social circumstances or conditions in which local actors have the means, capacity, and opportunity to be agents of their community's endogenous development.” Creating an

71 enabling environment in Stavanger therefore is a gradual and ongoing process that takes the voices and views of ordinary people into account. As a result, the smart city has active citizens who have knowledge about the collective goal and the individual target coupled with the corresponding contribution. Most of the informants hold a positive perspective about changing their behaviors to improve the environment if they are aware of their CO2 footprint. The interest of sustaining their support to reduce CO2 emissions is revealed in the following quotes:

“I would choose my route with the least carbon footprint by looking at this app. I will feel more relaxed by thinking that I am not polluting that much.” (Respondent 2.2)

“CO2 feature is the best feature of this app. It will really help me to control myself for reducing CO2 emissions. This app would have some positive impact for making Stavanger greener.”

(Respondent 4.2)

“I will be more aware and obviously I will take more actions. Because if I am not aware of how much CO2 I am contributing then I don’t know how to help the municipality. But if I have this information available, then I would be happy to contribute.” (Respondent 5.2)

“If I have this app, I will try to emit less CO2 and have better route. I will also have knowledge about that so I will be more aware. Now I am not.” (Respondent 6.1)

“Then I would feel that I am making a difference. I could see that I am actually contributing.

[…]. I think that it could be quite motivating to get this. Then maybe I guess people will feel more contributing than previously. You understand that you have an impact more than like recycling stuff. You don’t see the impact. So, I think that could be sort of, very important.”

(Respondent 6.2)

“It would certainly be helpful because it’s an ambitious goal. And everyone has to contribute to make that goal. It would certainly make people more conscious about CO2 that they emit.

Because honestly, I don’t know how much CO2 I emit a year for example or during the day travelling to work. But if I know about it, I might probably change my lifestyle a bit.”

(Respondent 7.2)

“If this app become useable, it shows that municipality really cares about the environment and it is very positive. It will engage all the citizens to be more conscious about the driving and environment. This is how municipality can show that they are doing something for environment, and I would support them.” (Respondent 8.2)

By and large, the key message conveyed by the respondents above helps to facilitate an enabling environment between the municipality and citizens. With the introduction of the mobile

72 application described in part 6.4.2, citizens have the “means, capacity and opportunity” (Bowen G. , 2003) to actively participate in the collective CO2 goal that Stavanger Municipality is pursuing in both short term and long term.

6.6.2 Looking beyond the present

Besides raising awareness of citizens about reducing CO2 from road transport, it also paves the way for them to think more about future solutions. Now that the respondents can relate the CO2

goal to their personal life, they would find ways to achieve the goal in the most efficient way.

One of the suggestions is to own an electric car, which perfectly goes along with the long-term target of the municipality in 2040 (zero-growth target). Some comments include:

“I would buy an electric car and use that instead. Zero emission cars, that is the future. But this is not what I would do now because I need a car that can go longer and travel long distance.

But eventually there will be an electric car for me.” (Respondent 1.1)

“I finally will try to have an electric car. That’s the most efficient way to reduce CO2 although I think that at the end of the day, the incentives for electric cars will not be there.” (Respondent 5.1)

The respondents not only think about their actions in the long run to achieve the CO2 target, but they also pointed out some suggestions for the municipality to carry out in other community projects. This reflects an inclusive, open and deliberate process that empowers citizens to make a smart city work for everyone. Updating activities on social media, improving public transportation and setting good examples from the city leaders are areas that the municipality should focus on improving according to the respondents. Some recommendations from the respondents are:

“They should try to be environmentally friendly and make it easy for people to be environmentally friendly. Besides making people walk and use bike, try to reduce cars in downtown and have more people on buses.” (Respondent 1.1)

“I feel everywhere you go in Stavanger you have to take the car. Because there’s not a good offer for buses, especially where I live. […]. I feel Stavanger doesn’t give us a choice, because the offer of buses is very limited. […]. They should do a better job with the bus service in order for it to be easier to reach standards.” (Respondent 3.1)

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“More transparency in their information. I don’t understand, and I’m sure other people understand. I don’t mind paying, that’s a fact of life, but I want to understand. Maybe it’s because I’m relatively new here, but everybody should be included.” (Respondent 3.2)

“When it comes to the overall CO2 emissions, it’s quite important so the leaders should take the responsibility and go ahead to make an example, I guess. It sounds like an unpopular decision to make but something like that might help citizens to get involved.” (Respondent 7.2)

“Maybe the municipality website should be more updated and easier to navigate. It’s a bit difficult unless you know what you’re looking for.” (Respondent 5.1)

As part of the strategy to motivate the community and mobilize support for the collective target, the long-term benefits have been realized by the respondents that could accrue to individuals, families, and the entire community. It is important that the effort of individuals can be seen and appreciated by the public. The results should also be tangible or measurable in order to make citizens feel more recognized and valued. As a result, a feeling of trust is created and the belief about making the social target come true is formed. According to Respondent 5.2, the knowledge from the mobile application “would make more positive impacts than now. It all starts from the awareness.”. Some other respondents also expect a brighter outlook when the application is not a conceptual model but a real product. Positive feedback from respondents about the mobile app are included:

“If you get real time information available and you know that you can have an impact then you will feel better and more active in the society. If you can’t get the information and you think that you don’t have an impact, then you will feel less inclined to engage. I think it is quite unrealistic to reduce 80% but would be nice to see 10-15% can be reduced by people.”

(Respondent 8.1)

“It will raise awareness. I think that what’s we need. And then gives us some concrete numbers.

I think it would be very useful for a lot of people. Then you can see how much or little you are contributing. I think it is extremely helpful.” (Respondent 6.2)

74 CHAPTER 7: FINDINGS

Now that Chapter 6 completes the additional features of the conceptual model proposed in Chapter 3, this Chapter will discuss findings from the analysis by taking the interviews with Stavanger Municipality into account.

7.1 Dynamic partnership between the municipality and citizens

The analysis above reveals that the individual incentives can be aligned with an overall goal to achieve a desired outcome for the community as a whole. This stakeholder relationship is dynamic in its nature since citizens and the municipality are interdependent in the goal of reducing CO2 emissions as summarized in Figure.

Figure 7.1 Logic model for the dynamic partnership to reduce CO2 emissions from road transport – Impacts of the model

Source: Own illustration

As can be seen from the Figure 7.1, installing sensors at the toll booths will give benefits to both the municipality and citizens. First, it makes citizens aware of their carbon footprint and

75 change their behaviors accordingly. Second, the local government can have real-time CO2 data in order to better manage their target since in the interview with the municipality, the utmost problem in terms of managing CO2 from road transport is that they “don’t have real-time CO2”:

“We get the data from the statistics office of Norway two years later. So now we have the data of 2017. We don’t have information about CO2, but we have the rough idea.” (Municipality 2)

“The current tool to track CO2 emissions are from the number of charging points for electric cars, the development of vehicle fleet, members of car sharing scheme, means of travel distribution, indicators for land use, city bike rent, number of households that do not have cars, number of calls by cruise ships, counting public transport journeys, travel habit survey, etc.”

(Municipality 1)

As such there exists a lag of two years between the time an event happened and the time the authority can make decision to solve it. Additionally, a target set out today has to wait another two years to get the results, so it is a challenge to act in a timely manner. In order to make an estimate for CO2 emissions, the municipality might wait days, let alone weeks or months to fully leverage the value in data retrieved from an endless list of variables. Therefore, decision-making based on data seems to be slow and cumbersome due to the time and effort.

With the support of the CO2 sensor, it becomes more viable for the local authority to stream CO2 data in real time. New available technologies in smart cities are expected to replace manual processes and their shortcomings. Actionable insights based on that can drive decisions and optimize outcomes to ensure committed CO2 target, keep operations inside the municipality running at optimal levels, and averting or minimizing the consequences of service disruptions.

The CO2 target of Stavanger municipality is “very important” that involves not only politicians, the municipality and most importantly, the inhabitants. It calls for “a big engagement” among stakeholders in order to “make it happen”. The municipality also tried to put the target down to people by reflecting their opinions through phone calls in the master plan. Some activities to raise awareness are also put in place such as the Environmental Sunday on a yearly basis, communication on Facebook and practical training for kindergartens and schools. In this sense, the mobile application developed for citizens can help the municipality to reach to an even higher number of citizens. In addition, the mutual communication and transparency in the progress against the CO2 target can also be enhanced. As per respondents, they are eager to receive the CO2 target on a personal level so that they feel being a part of the system. This feature therefore can act as a tool for the municipality to measure citizen engagement and

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“sensitize the awareness of the inhabitants” (Municipality 1) since they “don’t have any measurements about that” (Municipality 2).

Regarding a platform where the citizens can communicate with the municipality, the form of

“VOF” (Varsle om feil-Alert on problems) on the municipality website is frequently used to report errors in the system (Municipality 1). However, “it is a bit difficult to navigate unless you know what you are looking for” (Respondent 5.1) and English version of the form is not available yet for foreigners who cannot speak Norwegian to feel “included”. According to Municipality 2, it would be better to integrate this form with the mobile application to give better service to citizens.

Consistent with the theoretical literature of smart city definition ((Geller, 2003), (Giffinger, Fertner, Kalasek, & Meijers, 2007), (Thuzar, 2011), (T. Nam, 2011)) in part 3.1, installing CO2

sensors and developing an mobile application on top of the data is to empower citizens in a forward-looking way. A smart city is not laid on the technology, but it is a result from the participation of community residents to develop the civic pride and enhance their quality of life.

In this manner, the conceptual model fits well with the smart city definitions.

On the other hand, five out of six smart city dimensions introduced by (ASCIMER, 2015) in part 4.2 can be tapped on by the dynamic partnership between Stavanger Municipality and citizens built from the model. They are Smart Environment, Smart Governance, Smart Mobility, Smart People and Smart Living. The connection with the remaining Smart Economy can also be drawn in an indirect way through integration with the municipality’s open data to reduce the costs.

When it comes to the stakeholder collaboration theory described in part 4.3, the dynamic partnership facilitated by the mobile application enables a “win-win” collaboration for all stakeholders. Two typical representatives for stakeholders in Stavanger smart city, namely citizens and the authority are jointly tackling the CO2 problems which cannot be solved by any single party. The theory on collaboration of Savage et al. (2008) is therefore satisfied because the partnership can pool resources, capitalize on complementary capabilities, achieve economies of scale, and enhance innovation.

The conceptual model in part 3.3 in conjunction with the motivation factors of citizens in part 6.4.2 facilitates an urban data platform that is developed from the citizen’s own needs and subject to the municipality’s governing. The local government can take the role of a funder, coordinator and regulator of the ecosystem. The role of funder was mentioned by Municipality 2 since the project utilizes toll booths, which are the current facilities of the government.

However, the provider can be an ICT Company and/or Bymiljøpakken and/or Ferde, the

77 operator of the toll booths in Stavanger. Figure 7.2 is an advanced version of Figure 3.3 related to the conceptual model.

Figure 7.2 Value co-creation scheme of the conceptual urban data platform in Stavanger – Four roles

Source: Own illustration combined with (Mayangsari & Novani, 2015)

Four basic roles in an urban data platform are divided among the stakeholders in Stavanger Municipality: The owner is the municipality, the producer is the CO2 sensor and the mobile application, the provider can be an ICT Company and/or Bymiljøpakken and/or Ferde. The municipality is taking the role of an enabler to regulate and coordinate different stakeholders on a continuous level. The platform is established by the mobile application and regulated by the policy of the municipality. Experience and feedback of citizens as end-users are sent back to the project owner to lead the development and monitor the outcomes. Most of the interactions in this closed circle are two-sided to ensure openness and transparency. The success of the goal

Four basic roles in an urban data platform are divided among the stakeholders in Stavanger Municipality: The owner is the municipality, the producer is the CO2 sensor and the mobile application, the provider can be an ICT Company and/or Bymiljøpakken and/or Ferde. The municipality is taking the role of an enabler to regulate and coordinate different stakeholders on a continuous level. The platform is established by the mobile application and regulated by the policy of the municipality. Experience and feedback of citizens as end-users are sent back to the project owner to lead the development and monitor the outcomes. Most of the interactions in this closed circle are two-sided to ensure openness and transparency. The success of the goal

In document Implementing real-time monitoring of CO2 emission for vehicles, the case of Stavanger (sider 78-0)