Analysing regional spatial dynamics of metropolis - Smart Region approach

Please visit my web page "Urban Tenets" at https://urbantenets.nl/

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Why we end up having one thriving satellite town and another ghost town next to same metropolis? Whether interrelationship of two adjoining cities can be redefined?

We have seen some greenfield satellite towns/ large residential townships around a metropolitan city thriving and some not doing so well and one or two of them may just qualify for a ghost town. The ghost town that initially came up with promising development vision bullish on being in vicinity of metropolis. Though these new towns saw a sudden growth in real estate activities but plummet soon as they eventually had no takers of property. Whether few kms away or close, we realise that success of a satellite town/ large development is not simply a function of distance from metropolis.

We see in this case that proximity in a metropolitan or city region may not just be a function of measure of distance unit (km/ mile). For instance in case of connectivity between two cities, lets think of "20km of 2 lane road with no public transport" vs "20km of 6 lane expressway" vs "20km of metro/ rail/ bus connectivity" vs "20km of electric bike infrastructure" vs "20km of smart corridor with connected infrastructure conducive for autonomous vehicles". Distance of 20 to 30km treated differently, may mean different things in a different conditions and prove to be a deciding criteria for success/survival of greenfield project outside metropolis.

 

It also implies that the success of any new development especially away from metropolis, (new township or satellite town) highly depends on external factors like good connectivity, but these external factors like connectivity often remains outside of means/budget, purview and scope of consortia of real estate agencies or local public administration; reinforcing the fact that a new satellite town or large development away from metropolitan city can only succeed -

1) if they have high speed multi-modal connectivity, range of mobility options, supportive corridor landuse, or

2) if it has either critical mass of mixed complimentary land usage within itself (work-home-commerce) for autonomy, or

3) if it is specialised enough to sustain on its own (university, science park, R&D ecosystem etc).

Silver lining? Yes, distance can always be manipulated with right interventions to make distances feel like within reach by making journey easy/ engaging/ meaningful. Which means that relationship and transactions (labour-housing-entertainment) of two settlements/ town/ cities (both existing and greenfield) in proximity can always be improved based on restructuring/ reconceptualising its transport linkages and restructuring landuse around transit backbone. This may be one of the key aspects of smart region.

Author: Anoop Jha

#urbanplanning #smartregion #smartcity #Amsterdam #Utretch #Hague #alkmaar #noordholland #northholland #Eindhoven #Rotterdam #Netherlands #mobility

What with (typical) agenda of bicycle, why it captures popular imagination and what is the missing piece of puzzle!

Why people support and promote bicycle agenda? Some support considering it is environmentally sustainable, promotes healthy life and community; some, reconsidering their values, choices and transportation means due to new enlightenment on subject, emerging from social, professional and commercial media. Social media in a sense that captures bicycle in all its action and glory all the time; professional media in a sense every alternate post talking about subject of new mobility beyond fossil fuel; and commercial media in a sense those promoted by scores of new businesses emerging almost everyday around idea of bicycle, bicycle infrastructure, MaaS etc.

A lot is happening in this space of bicycle, micromobility and at its periphery, as its still easier for an individual or a group of people to think of building a business around the subject of bicycle, e-bicycle, e-scooters etc. So we see lot of buzz and momentum around the bicycle agenda.

Why even some of those people support bicycle agenda even if they don’t own a bicycle. Possibly they relate more bicycles with safer streets, so good for them irrespective.

There are those who own car but still support bicycle agenda, either they use less car and more bicycle and public transport OR simply to go with the popular opinion OR to distinguish themselves from other (bad?) car owners, considering themselves good car owners. This including cars of all shape, size and fuel types.

Then from a panoramic world view-

There are those who support and want to use bicycle but they don’t have access to bicycle tracks and bicycle infrastructure in their city. (They are many)

There are those individuals and dual income household who / at least one of them cannot bicycle to work due to long distance of work place. (They are many too)

Lets just not talk about role of weather here, as there are always both examples to quote.

There are those individuals and those households who can't even afford the bicycle, whether for individual or for whole family. (There are way to many)

Lets also not forget those, who cannot manage without car, or cannot manage only with bicycle, considering the kind of personal, household or professional situation they are in. (Health, ability, old dependent members, household members with special needs etc.) (There are still many)

So, contrary to the popular notion, bicycle agenda is a complex subject, its not always about either “for” or “against” if you assess subject at global level, going beyond city and neighbourhood. Typical bicycle agenda has certainly lot to do with reducing dependency on fossil fuel, health and safer streets, but researchers, planners and policy makers must consider that individual, household and community choices are not always obvious or easy.

[Views and observations are personal] 

The problem of picturesque cities and towns!

Please visit my web page "Urban Tenets" at https://urbantenets.nl/

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The beautiful and picturesque cities and towns, which are many here in Netherlands for instance; the problem with them is that every time you step out on to the street or from the moment you arrive in these scenic cities and towns, you run the risk of unintentionally getting captured in someone or other’s camera, unexpectedly and at an unimaginable frequency; either getting immortalised in someone’s digital archive or soon to be published on all sorts of social or professional media. You will find yourself surrounded by amature and professional photographers alike, who just can’t help capturing the beautiful surroundings and in the process capturing you, while you may find yourself doing the same. Come to think of it; not to speak of locals and camera-shy, though it may sometimes be amusing but many a times rather uncomfortable and scary experience, even for tourists. It somehow feels very awkward at times and sometimes a nuisance, it also feels very different than the passive city surveillance, which are increasingly being boasted as essential application for smart cities, while later can still be controlled and be anonymised.

Getting unintentionally or intentionally captured in someone’s (eg. phone) camera is a social problem for sure, rather it’s not just a problem of a picturesque city, it’s a problem of any city, any tourist attraction, any commercial district, any event, any workshop etc.

Thinking of solutions, it’s not that nothing can be done; but certainly, choice cannot be left at the user end.

So, on part of all phone manufactures, they may play their role by allowing automatic and default feature something like face blur for unintended persons in crowed situations or otherwise (without compromising on the subject of interest or overall aesthetics of composition), may be based on geolocation or some algorithm; possibly on their next launch.

Social and professional media platforms may play their responsible role again by automatically blurring the faces of people in background or adding Bokeh blur or some other effects during the process of picture upload to public posts and during sharing/ forwarding of photographs, possibly on their next upgrade.  

#city #touristcity #touristtowns #smartcity #urbanplanning #urbanmanagement #architecture #Netherlands #Amsterdam #photography #rotterdam #Denhaag #Hauge #Utrecht #Eindhoven #Delft #socialmedia #futurecities #facebook #linkedin #instagram #twitter #iphone #samsung

How autonomous our public spaces are, and why its worth consideration to think beyond contextual planning.

Please visit my web page "Urban Tenets" at https://urbantenets.nl/

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Whether our public spaces are autonomous or do they only have identity and utility as a function of something else. Public spaces for instance, not being autonomous has an embedded problem, that is, if something else on which it depends, if that something else - the context - changes then public space may become defunct or underutilized.

The traditional urban planning and urban design values of context and surroundings are important but over-emphasis on context may be a compromise and sometimes inefficient way to deal with scarce resource.

Context in a built environment may change anytime or over a period of time due to forces of commerce, real estate, demographic changes, technological shifts, aggravated climate change impacts, and this context anchorage may hence be counterintuitive, a severe compromise on the quality of public realm for instance and even question mark on its existence.

Land is scarce and precious in a city and lifestyle dynamics is changing, so public spaces are expected to serve a purpose larger than its traditional perceptual value, they are expected to have a functionality beyond its established notion and planning and design which should look for its own identity and autonomy.

Hence the need of context independence (doesn’t mean anti-context) and autonomy of spaces (doesn’t mean incompatibility to surrounding) may be worth consideration.

Today, take water out of equation (for instance due to dry riverbed, polluted water) and our waterfronts may not function as envisaged; take buzz out of market place (unaffordable commercial real estate, vacant array of shops, emergence of new attractions elsewhere) and market squares may not perform as expected. If the context is gone, then once thriving public space may become deserted just like that, hence the need of autonomous public spaces.

So, the question to deliberate is, how do we plan and design our public spaces, rich and engaging enough, safe enough and attractive enough on its own, so that they function at its peak autonomously, irrespective of context, while having a context can always be an additional advantage.

#Urbanplanning #urbanmanagement #urbandesign #smartcity #publicspaces

An inclusive city needs more than smart interventions!

Please visit my web page "Urban Tenets" at https://urbantenets.nl/

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Inclusiveness is not a function of smartness of the city. A city that is labelled intelligent still can't guarantee inclusion across spectrum of inhabitants or equity of service level across range of end users with varying needs.

Talking of smart citizen app for instance, we must deliberate who are the end users and whether digital benefits get distributed across citizens equitably or is it even accessible to all. Thinking of those homeless, those who can't read, those who don't own phone not to speak of smart phone, those who speak a different language, those whose needs are not listed in app, those who are too young or too old to use it, those who cannot access app due to health conditions, those who are not aware that such app exist, those who are running outdated app, those who do not have best data speed plan or access to internet itself and many others - a citizen app may mean different things to different inhabitants of city and meaningless to some.

Likewise in case of smart public infrastructure, how many actually access and uses public wifi other than tourists and few motivated others; who all actually have time and mindspace to switch to public wifi to save a miniscule amount of money and why will they risk malware attack and phishing if they have to use it only once in a while and when their personal telecom provider already gives them enough data and bandwidth. Again benefits reaches to only limited segment, actually those who are already empowered.

Like health equipment market which is skewed in a sense that those who are already fit tends to buy or use it more to be more fit, similarly E-governance for instance is more empowering to those who are already privileged in some sense or other, while the life of most of marginalized or at fringe or having specific or special needs may still remain unchanged by the noble initiatives like E-governance and public wifi network.

A sense of inclusion, belongingness and well being in a city has a different meaning altogether than solving city functionality through digital intervention or otherwise.

So how do we make a city which accommodates everyone's need - digital way or old analog way or with a parallel system of high tech and low tech intervention or on demand digital services or near-omnipresent services delivery or tailored door step governance and service delivery especially for those forgotten, those having limited means, those in dier needs, those marginalized and those at the fringe to make an equitable society.

Author: Anoop Jha

www.linkedin.com/in/anoopjha

#smartinfrastructure #municipality #digital #future #policy #governance #cityplanning #urbanplanning #townplanning #inclusion #socialscience

Human limitation of multi criteria assessment!

Computers seem to be more reliable and accurate in running algorithm and doing assessment compared to human for the reason that computers are programmed to process  numerous "if this"-"then that"  scenarios, while human being have this innate limitation in processing multiple criteria and  "what if" Scenarios; a dozen criteria and handful of scenarios and most feel this is all that is there which was needed. Until computers completely master the art of attribute selection and scenario building themselves and learn to take judgmental decision on their own, their assessment and outcome shall also be limited as they are still being programmed by very human being having prejudice and limitations of many kinds.

To illustrate, while deliberating with individual client or a family to design their dream home, how many architects  for instance consider the sun sign traits of client, inquire about their past, their medical history, their travel history, their bucket list, their life philosophy, their spiritual inclination, musical preferences, cultural orientation, their sensitivity towards light, their daily routine, sleeping pattern, their food habit, their environmental commitments and children's future aspirations, child's favorite game and comic character, their idea of space and scale  etc. Unfortunately most of these variables are purposefully or by conditioning or out of hesitation being missed out during client's need assessment, but all or any of these can add immense value to architectural design process and outcome. If architects won't ask, client won't tell, then without considering such variables which are integral to one's life and true personality, how will architects  produce truly personalised, holistic and humane design for example.

Likewise, when government is collecting census data or demographic profile about individuals or households, they really don't find it worthwhile to ask about individual's hobbies, their skill sets, their unsettled and future liabilities of various kinds, health issues they are struggling with, their affiliations, what they are engaged in post retirement, areas in which they would like to volunteer given a chance, etc. which are equally tangible and crucial pieces of information and valid criteria of assessment, having potential to create a better society and conditions.

Capability to acknowledge, consider and process multitude of criteria and endless possible scenarios is what differentiates one individual from another, one organization from other, one city administration from other, one governance scheme from other and sometimes may even one nation from another.

Author: Anoop Jha

www.linkedin.com/in/anoopjha

#Modeling  #financialmodeling #data #assessment  #analysis #algorithm #architecture #architect #governance #administration #nationbuilding #census #demography #survey #urbanplanning 

Some embedded economic bias in road and transportation planning and policy to ponder.

Please visit my web page "Urban Tenets" at https://urbantenets.nl/

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Speed Breaker experienced differently by different price range cars; flat monetary penalty imposed on breaking any particular traffic rule experienced differently by different income group, one segment better protected while on road due to advanced safety feature of their car compared to not so privileged vehicle owner, VIP and reserved parking spaces in public domain and within public institutions, those opting public transport not out of choice or sense of responsibility but out of economic constraints, those opting private transport not out of ignorance but by choice since they can afford, similar workplace cutoff arrival time or same flexi-hour for those who are insulated from weather while on road (car) and those whose journey is tough and gets Interrupted due to changing weather conditions (bike/ bicycle), those who can afford to take shortcut toll route vs those who cannot, road tax which is not linked to intensity of vehicle usage but type and number of vehicle ownership and some more.

One or many or all may be applicable to any given city and needs a serious thought and deliberation on subject by planners and policy makers.

#transportplanning #urbanplanning #publictransport #tranport #road #design #architecture #economics #carbonfootprint #publicpolicy