A real smart city doesn’t look like something from a science fiction movie

A still from the 1982 movie Bladerunner. Image: Warner Bros.

An abandoned mine shaft beneath the town of Mansfield, England is an unlikely place to shape the future of cities. But here, researchers from the nearby University of Nottingham are planning to launch a “deep farm” that could produce ten times as much food as farms above ground. Deep farms are an example of what the latest wave of smart cities look like: putting people first by focusing on solving urban problems and improving existing infrastructure, rather than opening shiny new buildings.

These smart cities look nothing like science fiction. In fact, the sleek, futuristic visions often used to promote smart cities tend to alienate residents. Isolated high-tech buildings, streets or cities can foster social inequality, and even free WiFi and bike-sharing schemes mainly benefit the affluent.

So instead of chasing ribbon-cutting opportunities in city centres, planners, community leaders and researchers are coming together to tackle mundane but serious issues, such as improving poor quality housing, safeguarding local food supplies and transitioning to renewable energy.

In my own research, commissioned by the British Council, I looked at how new projects and partnerships with universities in eight European cities are making life better for residents, through the clever use of technology. You may already be living in a smart city – here’s what to look out for.

More voices

Students bridging the divide. Image: Andrés Gerlotti/Unsplash.

These new smart cities are getting communities and universities involved, alongside big companies and city authorities. This has helped shift the focus of smart city projects onto the needs of residents. During my interviews in cities across Europe – from Bucharest, Romania to Warsaw, Poland and Zaragoza, Spain – I found that university students and researchers have played an active role in this, consulting with residents and working with city hall to promote cooperation between citizens and local institutions.

Universities produce a wealth of knowledge about the kinds of problems facing cities, and there is often a need to make more people aware of new research, so they can shape it, use it and build on it. In Milan, the City School initiative brings together the Municipality of Milan and six local universities to discuss issues facing the city. Universities take turns to showcase research and activities, and city officials test urban policy ideas with experts.

But above all, communities are now part of the conversation. The EU-funded Sharing Cities programme, led by city halls and universities in London, Lisbon and Milan, has the audacious goal of proving that at least half of the 15,000 locals affected by improvements have actively participated in the process. As such, city authorities have worked with residents to design and implement smart city technologies including smart lampposts, energy management and e-mobility (smart parking, car sharing, electric charging points and so on) – but also to ensure these changes actually improve their lives.


More complexity

Successful smart city projects blend disciplines, bringing together experts in behavioural change alongside specialists in artificial intelligence and information technologies. Interdisciplinary work can be messy and difficult, it can take longer and may not always work – but when it does, it can bring real benefits to cities.

For instance, Nottingham City Council and Nottingham Trent University have been part of the Remourban regeneration programme, working across sectors with cities around Europe. Homes in the Nottingham suburb of Sneinton have been upgraded with new outside walls and windows, a solar roof and a state of the art heating system – a process that takes just a few days.

The result is improved insulation and reduced energy bills for residents, but also better public health: calculations suggest that bad housing costs the UK’s National Health Service (NHS) £1.4bn a year, and improving the quality of homes can cut visits to local doctors almost by half.

The German city of Darmstadt has worked with citizens, universities, museums and businesses to plan for the future. For smart city projects to be embraced by residents, the benefits of new technologies need to be balanced against the need to manage privacy and security concerns. Darmstadt has set up an ethics advisory committee and has a strong focus on cyber security.

The city was recently crowned winner of the German Digital City competition, and the municipal government is now working with other German cities to share what has worked.

More places

The new wave of smart cities spreads improvements beyond the city centre, with universities from France to Ireland running initiatives to bring residents from surrounding areas onto campus, and take their expertise into local communities.

For instance, when Technological University Dublin and Dublin City Council came together to develop a new campus in the deprived district of Grangegorman, they opened it up to the rest of the city. The community eat with the students in the canteen, new buildings reuse material from the old site, renewable energy is stored locally, with excess power released onto the grid, and signage throughout the campus is the same as the rest of the city, blurring the edges between the university and the city.

Technology can play an important and often decisive role in tackling urban problems. But the smart city of the future is more likely to be defined by quieter upgrades to existing infrastructure and new partnerships that better represent residents, than flashy new developments that resemble visions from science fiction.

The Conversation

James Ransom, PhD candidate, international higher education, UCL.

This article is republished from The Conversation under a Creative Commons license. Read the original article.

 
 
 
 

London’s rail and tube map is out of control

Aaaaaargh. Image: Getty.

The geographical limits of London’s official rail maps have always been slightly arbitrary. Far-flung commuter towns like Amersham, Chesham and Epping are all on there, because they have tube stations. Meanwhile, places like Esher or Walton-on-Thames – much closer to the city proper, inside the M25, and a contiguous part of the built up area – aren’t, because they fall outside the Greater London and aren’t served by Transport for London (TfL) services. This is pretty aggravating, but we are where we are.

But then a few years ago, TfL decided to show more non-London services on its combined Tube & Rail Map. It started with a few stations slightly outside the city limits, but where you could you use your Oyster card. Then said card started being accepted at Gatwick Airport station – and so, since how to get to a major airport is a fairly useful piece of information to impart to passengers, TfL’s cartographers added that line too, even though it meant including stations bloody miles away.

And now the latest version seems to have cast all logic to the wind. Look at this:

Oh, no. Click to expand. Image: TfL.

The logic for including the line to Reading is that it’s now served by TfL Rail, a route which will be part of the Elizabeth Line/Crossrail, when they eventually, finally happen. But you can tell something’s gone wrong here from the fact that showing the route, to a town which is well known for being directly west of London, requires an awkward right-angle which makes it look like the line turns north, presumably because otherwise there’d be no way of showing it on the map.

What’s more, this means that a station 36 miles from central London gets to be on the map, while Esher – barely a third of that distance out – doesn’t. Nor does Windsor & Eton Central, because it’s served by a branchline from Slough rather than TfL Rail trains, even though as a fairly major tourist destination it’d probably be the sort of place that at least some users of this map might want to know how to get to.

There’s more. Luton Airport Parkway is now on the map, presumably on the basis that Gatwick is. But that station doesn’t accept Oyster cards yet, so you get this:

Gah. Click to expand. Image: TfL.

There’s a line, incidentally, between Watford Junction and St Albans Abbey, which is just down the road from St Albans City. Is that line shown on the map? No it is not.

Also not shown on the map: either Luton itself, just one stop up the line from Luton Airport Parkway, or Stansted Airport, even though it’s an airport and not much further out than places which are on the map. Somewhere that is, however, is Welwyn Garden City, which doesn’t accept Oyster, isn’t served by TfL trains and also – this feels important – isn’t an airport.

And meanwhile a large chunk of Surrey suburbia inside the M25 isn’t shown, even though it must have a greater claim to be a part of London’s rail network than bloody Reading.

The result of all these decisions is that the map covers an entirely baffling area whose shape makes no sense whatsoever. Here’s an extremely rough map:

Just, what? Image: Google Maps/CityMetric.

I mean that’s just ridiculous isn’t it.

While we’re at it: the latest version shows the piers from which you can get boats on the Thames. Except for when it doesn’t because they’re not near a station – for example, Greenland Pier, just across the Thames to the west of the Isle of Dogs, shown here with CityMetric’s usual artistic flair.

Spot the missing pier. You can’t, because it’s missing. Image: TfL/CityMetric.

I’m sure there must be a logic to all of this. It’s just that I fear the logic is “what makes life easier for the TfL cartography team” rather than “what is actually valuable information for London’s rail passengers”.

And don’t even get me started on this monstrosity.

Jonn Elledge is the editor of CityMetric. He is on Twitter as @jonnelledge and on Facebook as JonnElledgeWrites.