‘Niemand wil in een Smart City wonen’

Met de lancering van de Corona app is digitalisering van de publieke ruimte gesprek van de dag. Als stad en als regio staan we voor grote opgaven. De coronacrisis momenteel voorop, maar ook de energietransitie, de beweging naar een circulaire economie en naar schone mobiliteit zijn nog steeds zeer urgent.

Opgaven die stuk voor stuk samenkomen in de openbare ruimte. Hier leven, recreëren, werken, spelen en verplaatsen we onszelf. Maar zeker in de stad is die openbare ruimte schaars en voel je de krapte. Technologie kan helpen om slim om te gaan met de krapte en de kwaliteit van de openbare ruimte beter te maken, mits je het op de juiste manier inzet. Niemand wil immers in een Smart City wonen. Wel in een veilige, schone, inspirerende en gezellige stad.

Op uitnodiging van Philip Vincent Fokker schreef ik dit artikel voor magazine Stadswerk#9. Een special over Smart City. Lees waarom een breed palet aan waarden voorop stellen belangrijk is. En hoe je de kracht van de samenleving kunt gebruiken voor waardevolle innovatie.

Met mooie voorbeelden van onze partners. Nemo Catalyst voor de Digitale Perimeter. Een Smart Parking pilot door gemeente Haarlemmermeer en de Druktemeter op het Marineterrein.

Lees hier het hele artikel

https://bit.ly/Stadswerk9

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Rihards Dzelme, Inclusive Cities & AI / Trained Architect and Urbanist , posted Apr 15th

We hebben uiteenlopende en interessante reacties ontvangen van stedenbouwkundigen, architecten en gemeenten. Als u wilt weten wat andere professionals denken, vul dan deze enquête in met uw e-mailadres en wij delen de inzichten met u.

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We've received varied and interesting responses from urban developers, architects, and municipalities. If you want to know what other professionals think, please fill out this survey with your email, and we will share the insights with you.

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Herman van den Bosch, professor in management development , posted Apr 14th

A previous post made it clear that a 15-minute city ideally consists of a 5-minute walking zone, a 15-minute walking zone, also a 5-minute cycling zone and a the 15-minute cycling zone. These three types of neighbourhoods and districts should be developed in conjunction, with employment accessibility also playing an important role.

In the plans for 15-minute cities in many places around the world, these types of zones intertwine, and often it is not even clear which type of zone is meant. In Paris too, I miss clear choices in this regard.

The city of Melbourne aims to give a local lifestyle a dominant place among all residents. Therefore, everyone should live within at most 10 minutes' walking distance to and from all daily amenities. For this reason, it is referred to as a 20-minute city, whereas in most examples of a 15-minute city, such as Paris, it is only about <strong>the round trip</strong>. The policy in Melbourne has received strong support from the health sector, which highlights the negative effects of traffic and air pollution.

In Vancouver, there is talk of a 5-minute city. The idea is for neighbourhoods to become more distinct parts of the city. Each neighbourhood should have several locally owned shops as well as public facilities such as parks, schools, community centres, childcare and libraries. High on the agenda is the push for greater diversity of residents and housing types. Especially in inner-city neighbourhoods, this is accompanied by high densities and high-rise buildings. Confronting this idea with reality yields a pattern of about 120 such geographical units (see map above).

Many other cities picked up the idea of the 15-minute city. Among them: Barcelona, London, Milan, Ottawa, Detroit and Portland. The organisation of world cities C40 (now consisting of 96 cities) elevated the idea to the main policy goal in the post-Covid period.

All these cities advocate a reversal of mainstream urbanisation policies. In recent decades, many billions have been invested in building roads with the aim of improving accessibility. This means increasing the distance you can travel in a given time. As a result, facilities were scaled up and concentrated in increasingly distant places. This in turn led to increased congestion that negated improvements in accessibility. The response was further expansion of the road network. This phenomenon is known as the 'mobility trap' or the Marchetti constant.

Instead of increasing accessibility, the 15-minute city aims to expand the number of urban functions you can access within a certain amount of time. This includes employment opportunities. The possibility of working from home has reduced the relevance of the distance between home and workplace. In contrast, the importance of a pleasant living environment has increased. A modified version of the 15-minute city, the 'walkable city' then throws high hopes. That, among other things, is the subject of my next post.

Madara Lace, International business , posted Apr 12th

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