The realization of the “15-minute city” is one of the main goals of the Mayor and Council’s programmatic lines. A vision of a polycentric, accessible and sustainable city, in which the citizenry will have to find within a maximum distance of 15 minutes, on foot and by bicycle, the availability of a vast network of proximity services: green areas, public transport stops by rail, kindergartens, cultural centers, sports venues and other fundamental principals.
This widespread network will be accompanied by the strengthening of authentic proximity between people, which can foster community spirit and increase social cohesion.
IZILab has developed, on behalf of the Department for Decentralization, Participation and Services to the Territory for the 15-minute city (led by Andrea Catarci), an initial model of representation of accessibility to educational, health, and rail public transport services on municipal land.
Three maps were then made for the three dimensions investigated , on which a complex indicator was constructed based on the combination of the level of importance and sustainability of the sub-service that makes up the single pillar investigated and the distance of the same from the center of the hexagon having a circumference with a diameter of 1.250 m equal precisely to the distance estimated to be walked in 15 minutes..
For each of the sub-indicators then a score from 1 to 5 was given according to the following thresholds: over 4,000 meters, between 4,000 and 2,000 meters, between 2,000 and 1,000 meters, between 1,000 and 500 meters, and within 500 meters. . A weighted average was then developed, thus yielding five color classes from the darkest (high indicator value), to the lightest (low indicator value), so that the level of accessibility of that pillar for that portion of the City could be represented.

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OUR SPEECH DURING THE CONFERENCE

MAP 1. THE CITY IN 15 MINUTES – EDUCATION

Map 1 presents the distribution over the municipal territory, divided into 2656 hexagons with a diameter of 1250mm, ofthe Education indicator, which measures accessibility to the three distinct levels: preschool (municipal and state kindergarten and kindergarten), compulsory primary and secondary schooling (middle schools, high schools and colleges), and finally to non-compulsory education, namely vocational training centers and universities.

Map 1 shows that:

• the areas where the indicator is highest (greater accessibility) are those within the GRA and in particular the three municipalities with the highest average score are, in order, II, I and V;
• the areas with the lowest accessibility are those to the west of the city and in particular the part outside the GRA in the 14th, 13th and 12th municipalities;
• for kindergarten (bottom left), accessibility in the municipal area is fairly good everywhere, with the exception of the outer areas of City Hall IX (Trigoria and Spregamore).

MAP 2. THE CITY IN 15 MINUTES – HEALTH

Map 2 shows the distribution across the municipality of the Health indicator, which measures accessibility to social and health services: health homes, primary care clinics, emergency rooms and counseling centers.

Map 2 shows that:

• accessibility to public health services is particularly high in the central areas of the city and near the Grande Raccordo Anulare;
• the areas in which health services are actually less than 500 meters from citizens are very small, with the exception of those where large hospital facilities are present, as in the case of the Lungotevere from Vatican City to Tiber Island, the Casilina directorate and the Grottarossa/Labaro area;

MAP 3. THE CITY IN 15 MINUTES-MOBILITY

Map 3 reveals the distribution over the municipal area of the Mobility indicator, which measures accessibility to rail transportation: metro, streetcar, urban and suburban trains..

Map 3 reveals that:

• the distribution of transportation can be described as “spoke-like,” in that a central area with high accessibility and six main routes that connect the center to various parts of the periphery emerge, while the peripheral areas are, on the other hand, poorly connected;
• within the GRA, areas that are not located along the main streetcar, metro and train routes result within an average distance of less than 2 km from the latter, while outside the GRA there are areas for which these services result even at a distance of more than 4 km, as in the case of the outer part of the 9th or the 12th municipality;
• as with the other pillars, the first two municipalities are those where accessibility is highest.