The 15-minute city (part7)

What residents like about the 15-minute city.

When developing the built environment, it is necessary to continue to confront the ideals of politicians and urban planners with those of residents. Residents, in turn, must be aware of the preconditions, for example in terms of density.

The behaviour of urban planners and politicians, but also of residents, has been determined for decades by images of the ideal living environment, especially for those who can afford it. The single-family home, a private garden and the car in front of the door were more prominent than living in an inclusive and complete neighbourhood. Nevertheless, such a neighbourhood, including a '1930s house', is still popular. Attempts to revive the idea of '1930s neighbourhoods' have been made in various places by architects who are inspired by the principles of 'new urbanism'. Adding different functions was and is one of the starting points. But whether residents of such a neighbourhood will indeed behave more 'locally' and leave their cars at home more often does not depend on a planning concept, but on long-term behavioural change.

An important question is what changes in the living environment residents would like. Principles for the (re)design of space that are consistent with this have the greatest chance of being applied in practice. It would be good to inventory this neighbourhood by neighbourhood and to confront (future) residents with conflicts therein and also to explicitly apply preconditions, for example with regard to the necessary density. Below are a number of options that meet frequently heard wishes.

Play area for children

Parents with children in particular want more space for their children to play. For the youngest children directly near the house, for older children on playing fields or larger playgrounds. Quite possible in new construction, difficult in old neighbourhoods that are already full of cars. Some parents have long been happy with the opportunity to occasionally use a street as a play street. An accurate inventory often reveals the existence of a surprising number of empty and unused spaces and furthermore, some widening of the sidewalks is almost always necessary, although this costs parking space.

Safety

High on the agenda of many parents are pedestrian and cycle paths that unevenly cross car routes. Such connections significantly expand the range of action of children. In existing neighbourhoods this also remains daydreaming. What can be done here is to reduce the speed of traffic, ban through traffic and make cars 'guests' in the remaining streets.

Green

A green-blue infrastructure that penetrates deep into the immediate environment is not only desired by almost everyone, but also has many benefits, including in the field of health. The presence of (safe) buffering of water (wadis and overflow ponds) increases the play opportunities for children but does take up space. In old-build areas, little more is possible in this area than facade gardens on (widened) sidewalks and vegetation against the walls.

Limit space for cars

Even in older neighbourhoods, the opportunities to play safely and to create more greenery are increased by closing (parts of) streets to cars. A sore point for some residents. One option for this is to make the middle part of a streetcar-free and to design it as an attractive green living space with play opportunities for children of different age groups. Much more is possible in new-build areas, and it is painful to see how conventional and car-centric they are often still designed. (Paid) parking on the edge of the neighbourhood helps create a level playing field for the use of the car and public transport.

Public space and shopping facilities

Sometimes it is possible to turn an intersection, where there is already a café or one or more shops, into a pleasant square. Local shops are generally having a hard time. Many people are used to driving to a supermarket once a week and stocking up on daily necessities for the entire week. However, some neighbourhoods are large enough for their own supermarket. In some cities, where owning a car is no longer a given, a viable range of shops can develop on such a square and along the adjacent streets. Greater density also contributes to this.

Mix of people and functions

A versatile range of housing types and shapes is appreciated, but if this is not already available, it can best arise organically. Mixing homes and business premises can also contribute to the liveliness of a neighbourhood. This is increasingly becoming a starting point for new housing estates. Accessibility remains an important precondition for commercial properties.

Public transport

The desirability of good public transport is widely supported, but in practice many people often opt for the car, even if there are good connections. Good public transport benefits from the ease and speed with which other parts of the city can be reached. This usually requires more than one line. Free bus and tram lanes are an absolute requirement. In the (distant) future, autonomous shuttles can significantly lower the barrier to using public transport. The company car plus free petrol is the worst way to encourage sensible use of the car.

Centers in plural

The presence of a city centre for a medium-sized city, for example the size of a 15-minute cycling zone, is less important than the presence of several smaller centres, each with its own charm, close to where people live. These can be neighbourhood (shopping) centres, where you are sure to meet people you know. Some of these will also attract residents from other neighbourhoods, who will travel to the wider range of facilities on foot or by bicycle. The presence of attractive alternatives to the 'traditional' city centre will significantly reduce the need to travel long distances.

The above measures are not a script for the development of a 15-minute city; rather, they are conditions for the growth of a liveable city in general. In practice, its characteristics will certainly partly correspond to what proponents intend for a 15-minute city. The man behind the transformation of Paris into a 15-minute city, Carlos Moreno, has formulated a series of instructions based on all practical examples to date that can help citizens and administrators realize the merits of the 15-minute city in their own environment. This book will be available from mid-June 2024.

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