What Toronto’s Quayside project has taught us about smart cities and data

An artist's impression of Sidewalk Lab's Quayside smart-city project in Toronto. Image: Sidewalk Labs.

Toronto’s proposed Quayside community was supposed to be a brag-worthy global showcase for what a smart city, “built from the internet up,” would look like. Instead, the joint partnership between Waterfront Toronto and U.S.-based Sidewalk Labs swiftly got caught in a 12-month, $50m negotiation and consultation process. Those involved in Quayside have been surprised by the concerns raised about the project and the resistance to it.

A public meeting in March — only their second in five months — failed to fill in basic details about the nature of the partnership, including how the for-profit Sidewalk Labs would actually generate income from the project. Perhaps most surprisingly, officials at the meeting revealed that they were still privately negotiating the most fundamental components of their partnership, namely what data would be collected, who would control and own this data, where it would be stored and how it would be used.

The two sides are also negotiating who will control the intellectual property (IP) that comes from a project that has been designed to produce lots of IP.

Coming to terms with a data-driven world

These are not trivial issues. Smart-city infrastructure requires data collection — in fact, data is best conceived of as the fuel that powers smart cities. Without a constant stream of new data, smart cities cannot be as responsive in delivering public services.

In this respect, Quayside is not unique. Infrastructure projects will increasingly include data components, and municipalities and other levels of government — to say nothing of the citizens whose data these projects will collect — will face challenges similar to those currently encountered by Waterfront Toronto.

Government officials and our fellow citizens can learn a great deal about how not to approach such projects by examining Waterfront Toronto’s negotiations with Sidewalk Labs.

We suggest three key principles to consider for future smart city infrastructure projects:


1. In data-intensive projects, data is the whole game

Most of the flat-footedness related to the Quayside project to date can be traced back to Waterfront Toronto’s original request for proposals (RFP). The document treats data instrumentally, focusing on what it can enable rather than treating it as the main product.

There is very little in the RFP that directly references the issue of data control, and the RFP is silent on who will determine what data will be generated. Instead, these and other related issues are left to be determined after the fact, with the RFP requiring only that “the Partner will work closely with Waterfront Toronto to... create the required governance constructs to stimulate the growth of an urban innovation cluster, including legal frameworks (e.g., Intellectual Property, privacy, data sharing)... deployment testbeds and project monitoring... reporting requirements and tools to capture data.”

2. Set your governance policies in advance

Here, we cannot do better than Bianca Wylie, head of the Open Data Institute Toronto: “You don’t write policy with a vendor.”

By not knowing — or not thinking through — what it wanted on data and IP governance, Waterfront Toronto has left itself to negotiate a deal that has fundamental implications for privacy and data security, and that may lead to de facto privatisation of formerly public services.

While issues such as privatisation are potentially legitimate policy options, typically they are decided upon before the fact.

3. Focus on data collection, control and use

Everything about data — from the decision to collect it to the way it is used — has a societal impact and therefore requires careful thought. Data-governance policies should, at the very minimum, answer the following questions:

Who controls the decision over what data is generated, its direct and indirect uses, the data itself and the platform through which the data is collected, including access to that platform?

How are decisions about the generation, collection and use of data made?

How will the data be used?

What are the social and economic consequences of these actions?

A national data-governance strategy

Not all of the blame for this situation rests with Waterfront Toronto.

Canada, as others have noted, lacks a data-governance strategy.

As Wylie has remarked in the context of the Quayside project, our entire legislative framework is woefully out of date, and “we haven’t had a national discussion about our data, related public infrastructure, and the degree to which we want big tech influencing our governance and public services”.

Nonetheless, Waterfront Toronto should have set their data-governance demands in advance, and then sought out vendors. Much of the resulting confusion about Quayside can be traced to this initial mistake.

Fortunately, this is a learning opportunity for other governments. Almost everything government does now has a data component. This understanding must be built into their procurement prior to engaging with vendors.

The ConversationBetter yet, governments should create an overarching data governance plan and use that to guide interactions with various stakeholders. The stakes are too high to leave such consequential policies to chance.

Blayne Haggart, Associate Professor of Political Science, Brock University and Zachary Spicer, Visiting Researcher, University of Toronto.

This article was originally published on The Conversation. Read the original article.

 
 
 
 

What are Europe’s longest train journeys?

The Orient Express was a pretty long train. Image: Getty.

For reasons that aren’t clear even to me, a question popped into my head and refused to leave: what’s longer? Britain’s longest train joruney, or Germany’s?

On the one hand, Germany is quite a bit larger – its area is 70 per cent more than Great Britain’s. On the other hand, Great Britain is long, skinny island and Germany is much rounder – the distance from John O’ Groats to Lands End is over 1,400 km, but you never have walk over 1,000 km to cross Germany in any direction.

And it turns out these factors balance almost each other out. Britain’s longest train, the CrossCountry from Aberdeen in Scotland to Penzance in Cornwall, runs 785 miles or 1,263 km. Germany’s longest train, the IC 2216 from Offenburg in the Black Forest to Greifswald on the Baltic coast, is exactly 1,300 km. Germany wins by a tiny distance.

Except then I was hooked. What about the longest train in France? Spain? Italy?

So I did what anyone would do. I made a map.

The map above was all drawn with the Deutsche Bahn (Germany Railways) travel planning tool, which rather incredibly has nearly every railway in Europe. The data quality is better for some countries than others (the lines in France aren’t quite that straight in real life), and the measurements may be a bit off – it’s not always easy to find the length of a train service, especially when routes can vary over the year – but it gives us a good idea of what the routes look like.

Let’s start with the UK. The Aberdeen to Penzance route isn’t really for people who want to go all the way across the country. Instead, it’s a way to link together several railway lines and connect some medium-to-large cities that otherwise don’t have many direct services. “Cross-country” trains like these have existed for a century, but because they crossed multiple different company’s lines – and later, multiple British Rail regions – they tended to get ignored.

 

That’s why, when it privatised the railways, the government created a specific CrossCountry franchise so there was a company dedicated to these underused routes. If you want to get from Edinburgh to Leeds or Derby to Bristol, you’ll probably want a CrossCountry train.

The usual route is Edinburgh to Plymouth, but once a day they run an extra long one. Just one way though – there’s no Penzance to Aberdeen train. 

The longest train in Germany is weird – at 1,400 km, it’s substantially longer than the country itself. On the map, the reason is obvious – it takes a huge C shaped route. (It also doubles back on itself at one point in order to reach Stuttgart).

This route takes it down the Rhine, the biggest river in west Germany, and through the most densely populated patch of the country around Cologne and Dusseldorf known as the Ruhr. Germany’s second and third longest trains also have quite similar routes – they start and end in remote corners of the country, but all three have the Rhine-Ruhr metropolitan area in the middle.

You’re not meant to take the IC 2216 all the way from north east to south west – there are much more direct options available. Instead, it’s for people who want to travel to these major cities. They could run two separate trains – say, Offenburg-Dusseldorf and Griefswald-Cologne – but making it a single route means passengers benefit from a bit more flexibility and helps DB use its rolling stock more effectively.

France’s longest train exists for a very good reason. Most of France’s high-speed lines radiate out from Paris, and it’s very hard to get around the country without going to the capital. Usually to get from Marseille on the Mediterranean to Nantes near the Atlantic, you’d need to take a TGV to Paris Gare de Lyon station, then get the Métro across the city to Gare Montparnasse.

Once a day though, this TGV avoids this faff by stopping in the suburb of Juvisy and turning around without going into the centre. This lets passengers travel direct between the coasts and reduces the traffic through Paris’s terminals in the rush hour. The exact length of this route isn’t clear, but Wikipedia says it’s about 1,130 km.

Spain’s longest train is very different. This is the Trenhotel sleeper service from Barcelona to Vigo, and it’s pretty fancy. This is a train for tourists and business travellers, with some quite luxurious sleeping cabins. But it is a regularly scheduled train run by the state operator Renfe, not a luxury charter, and it does appear in the timetables.

Being dry, hot and quite mountainous in its middle, most of Spain’s cities are on its coast (Madrid is the one major exception) and as a result the train passes through relatively few urban areas. (Zaragoza, Spain’s 5th largest city, is on the route, but after that the next biggest city is Burgos, its 35th largest,) This is partly why overnight trains work so well on the route – without many stops in the middle, most passengers can just sleep right through the journey, although there are occasional day time trains on that route too if you want to savour the view on that 1,314 km journey.

Finally, there’s Italy. This is another sleeper train, from Milan in the north to Syracuse on the island of Sicily. It goes via Rome and travels along the west coast of... wait, it’s a train to the island of Sicily? How, when there’s no bridge?

Well, this train takes a boat. I don’t really have anything else to add here. It’s just a train that they literally drive onto a ferry, sail across the water, and then drive off again at the other side. That’s pretty cool.

(As I was writing this, someone on Twitter got in touch to tell me the route will get even longer in September when the line to Palermo reopens. That should be exciting.)

So those are the longest trains in each country. But they aren’t the longest in Europe.

For one thing, there are some countries we haven’t looked at yet with very long trains. Sweden has some spectacular routes from its southern tip up into the Arctic north, and although the Donbass War appears to have cut Ukraine’s Uzhorod to Luhansk service short, even Uzhorod to Kharkiv is over 1,400 km. And then there are the international routes.

To encourage the Russian rich to take the train for their holiday, Russian Railways now run a luxury sleeper from Moscow to Nice, passing through France, Monaco, Italy, Austria, Czechia, Poland, Belarus and Russia. This monster line is 3,315 km long and stretches across most of the continent. That’s got to be the longest in Europe, right?

Nope. Incredibly, the longest train in Europe doesn’t actually cross a single border. Unsurprisingly, it’s in Russia, but it’s not the Trans-Siberian – the vast majority of that’s route is in Asia, not Europe. No, if you really want a long European train journey, head to Adler, just south of the Olympic host city Sochi. From there, you can catch a train up to Vorkuta on the edge of the Arctic Circle. The route zigzags a bit over its 89 hour, 4,200 km journey, but it always stays on the European side of the Ural mountains.

Bring a good book.

Stephen Jorgenson-Murray often tweets about this kind of nonsense at @stejormur.


All maps courtesy of Deutsche Bahn.