In this short paper, we give an overview on how this major trend is unfolding and, specifically, how it affects cities. We take the following starting points: • Digitalization is a strong force that “happens” everywhere in the (urban) society. It has positive and negative effects – explored later in this paper –, which might be promoted or redressed by collective action or government intervention. Rejecting or denying it may come at high costs; • Digital technologies offer new tools and answers to address urban issues; • Digital technologies and their adoption bring a lot of new and unpredictable challenges; • Digital technologies raise several new ethical questions and dilemma’s regarding privacy, safety and security; • As in any other major societal transition, legal and institutional systems are not prepared for the digital age. Reality is always ahead of new regulation, resulting in constantly moving “grey areas” where it is unclear which rules (should) apply – think of how to deal with services like AirBnB or Uber.
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In the face of increasing globalisation, with the biggest cities reaping the greatest rewards, knowledge economy specialist Willem van Winden examines the future for smaller university cities.
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Recent studies on urban policy responses to increasing tourism have moved beyond the physical impact of tourism to also include the way tourism is framed by social movements. This paper contributes to this line of research with a focus on frame resonance: the extent to which frames strike a responsive chord with the public in general and policymakers in particular. We introduce a specific form of frame amplification through cultural resonance; the appeal to pre-existing societal beliefs. Using an analysis of policy documents, print, online and social media, we demonstrate that frames around tourist shops in Amsterdam appealed to pre-existing beliefs that portray the inner city as: a delicate mix of functions, an infrastructure for criminal activities, and a business card reflecting the city’s quality of place. These beliefs amplified frame resonance to such an extent that they convinced an initially reluctant local government to ban tourist shops from the inner city, a policy that undermines the accessibility and inclusivity of urban spaces that the local government aims to promote (SDG 11). This suggests that the contingencies in the local context that enable or foreclose the cultural resonance of frames are essential in understanding policy responses to touristification.
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The development of ‘age-friendly cities’ has become a major area of work in the field of ageing and the built environment. This movement is driven by the observation that cities are home to an ever-increasing ageing population. Over the past decade, a multitude of age-friendly initiatives have been developed with the aim of making physical and social environments more favourable for older people's well-being, health and ability to live in the community. This article explores ten key questions associated with the age-friendly cities and communities' movement, with a particular focus on the built environment. It provides an overview of the history of the age-friendly cities' movement and the underlying models, the aspects of the built environment that are relevant for age-friendly cities, the ways age-friendliness can be evaluated, and the interactions between age-friendly cities initiatives and other strategic agendas such as smart cities. The paper concludes by discussing future perspectives and possible directions for further development of the age-friendly movement. © 2021 The Authors. Published by Elsevier Ltd. https://doi.org/10.1016/j.buildenv.2021.107922 LinkedIn: https://www.linkedin.com/in/jvhoof1980/
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Fast charging is seen as a means to facilitate long-distance driving for electric vehicles (EVs). As a result, roll-out planning generally takes a corridor approach. However, with higher penetration of electric vehicles in urban areas, cities contemplate whether inner-city fast chargers can be an alternative for the growing amount of slow public chargers. For this purpose, more knowledge is required in motives and preferences of users and actual usage patterns of fast chargers. Similarly, with increasing charging speeds of fast chargers and different modes (taxi, car sharing) also switching to electric vehicles, the effect of charging speed should be evaluated as well as preferences amongst different user groups. This research investigates the different intentions and motivations of EV drivers at fast charging stations to see how charging behaviour at such stations differs using both data analysis from charging stations as a survey among EV drivers. Additionally, it estimates the willingness of EV drivers to use fast charging as a substitute for on-street home charging given higher charging speeds. The paper concludes that limited charging speeds imply that EV drivers prefer parking and charging over fast charging but this could change if battery developments allow higher charging speeds.
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This paper delves into the zero-emission city logistics readiness of businesses located in the earmarked Dutch inner cities, which are gearing up towards decreasing the emissions attributable to urban logistics activities. Emission reduction is to be achieved by rolling out mandated zero-emission zones which are to be implemented in 30-40 Dutch cities from the 1st January 2025, with the dates set and municipalities planning towards the banning of diesel-fuelled commercial vehicles. This research seeks to determine the extent of zero-emission operational maturity by use of the zero-emission maturity model by examining the four biggest cities in the southern Dutch Province of Noord Brabant. The research shows a low level of awareness among companies in the cities of Eindhoven, Breda, 's-Hertogenbosch, and Tilburg and calls for better methods of information dissemination, especially among the small to medium businesses who don't consider city logistics as their core business.
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Fast charging is usually seen as a means to facilitate long distance driving for electric vehicles and roll-out therefore often happens with corridors in mind. Due to limited charging speeds, EV drivers usually tend to charge at home or work when the car is parked for a longer period to avoid unnecessarily time loss. However with increasing charging speeds and different modes (taxi, car sharing) also switching to electric vehicles, a different approach to fast charging is needed. This research investigates the different intentions of EV drivers at fast charging stations in inner-cities and along highways to see how usage at such stations differs to inform policy makers and charging point operators to accommodate an efficient roll-out strategy.
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This paper puts forward a conceptual framework to analyse emergence and the development of planned knowledge locations in cities (science and technology parks, creative factories, knowledge hubs, etc.). It argues that the study and the practice of developing these precincts can benefit from explicitly considering the broader territorial context, the time dynamics and the co-evolutionary processes through which they unfold. The advantages of such as framework are illustrated with the support of two European knowledge locations: Arabianranta (Helsinki, Finland) and Biocant (Cantanhede, Portugal).
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To date, a range of qualitative and mixed-methods approaches have been applied to assess the age-friendliness of cities and communities. The Age-Friendly Cities and Communities Questionnaire (AFCCQ) has been developed to fill a gap for a systematic quantitative method approach to evaluate baseline age-friendliness in cities and communities and then measure ongoing efforts to become more age-friendly, aligned with the model by the World Health Organization (WHO). As such, it offers a valid and valuable quantitative method for cities to assess age-friendliness. This paper presents the process and results of a study undertaken to test the validity and reliability of the AFCCQ for the Australian context. It is part of a broader cross-cultural project seeking to test the AFCCQ across Europe, Asia, Oceania, and North America to generate methodological insight and comparable data. Informed by consultation with local experts in population and ageing research, as well as with people aged 65 and over, the instrument proved reliable in the Australian context before being distributed to 334 older people in Greater Adelaide for validation. Results show that the AFCCQ-AU proved a valid and reliable tool for evaluating the age-friendliness of larger cities and communities in Australia. Overall, the total score indicated moderate-good satisfaction with the age-friendliness features of the Greater Adelaide Region with the domain of Housing scoring highest (highly satisfactory). Psychometric validation and cluster analysis led to the identification of five typologies of older people living in Greater Adelaide, characterised by distinct socio-demographic profiles and concomitant experiences and evaluations of age-friendliness. This Australian validation adds further weight to the role of the AFCCQ in being able to assess the age-friendliness of cities and communities across the WHO's Global Network for Age-Friendly Cities and Communities. Used in combination with the rich and nuanced qualitative data at the local level, the tool has the ability to create significant outcomes for older people and their communities.
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City growth threatens sustainable development of cities. Over the past decades increased urbanization has created more pressure - not only on the suburban outskirts - but also in the inner core of the cities, putting important environmental issues such as water management and cultural heritage under stress. Cultural heritage, either standing monuments or archaeological remains, is internationally recognized as an important legacy of our history. The European Convention on the Protection of the Archaeological Heritage incorporates concepts and ideas that have become accepted practice in Europe. Conservation and enhancement of archaeological heritage is one of the goals of urban planning policies. One of the key objectives of the European policy is to protect, preferably in-situ, archaeological remains buried in the soil or seabed and to incorporate archaeological heritage into spatial planning policies. Conflicts with prior uses and unappreciated impacts on other subsurface resources, amongst them archaeological heritage, make use of underground space in cities suboptimal. In terms of ecosystem services, the subsurface environment acts either as a carrier of archaeological heritage in situ (stewardship) or supports above-ground cultural heritage. Often, it’s not enough to protect the heritage site or monument itself: new developments outside a specific protected area can lead to changes in groundwater level, and cause serious damage to heritage buildings and archaeological deposits. This paper presents good practices in cultural heritage management and the use of subsurface knowledge in urban areas.
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