The 20-minute neighbourhood: practical principles for placemaking

By Ian Babelon

A new-old concept for proximity

“Are we there yet?” Parents may patiently nod to their children’s insistent nudges on a 20-minute journey to… somewhere. Quite rightly, researchers have asked: twenty minutes to what? The answer may well lie in the question.

At its core, the 20-minute neighbourhood provides practical design principles for placemaking. In a discussion of the perceived benefits and inconveniences of 20-minute neighbourhoods being consulted upon by the Scottish Government under the National Planning Framework (NPF4), Stefano Smith presents the approach as follows in the June 2023 issue of the SPEL journal:

“Local living and 20-minute neighbourhoods are urban planning concepts that aim to create communities where residents can access their daily needs within a 20-minute walk or bicycle ride from their homes”.

Easier said than done. 20-minute neighbourhoods, and their 15-minute siblings, have come under sharp scrutiny and criticism, even as they have been pursued as an opportunity to promote healthy post-lockdown recovery.

Related efforts have encouraged more green infrastructure, among which Natural England’s Green Infrastructure Framework, launched in January 2023. Quite ironically, regeneration, pedestrianisation, and gentrification have been some of the real or imagined woes associated with the intention to provide access to essential amenities and infrastructure to residents, wherever they may live. Reducing the need to travel and improving convenience could be unaffordable and increase traffic congestion. Fears have even been voiced over Big Brother-style surveillance that echo with traumatic memories of Covid-related lockdowns, standing in sharp contrast with the inclusive advocacy undercurrents of walkable neighbourhoods and local quality of life.

Despite the challenges, a survey by YouGov from March 2023 indicates a majority of Britons would be in favour of a 15-minute neighbourhood, citing a shortage in local amenities such as banks and GP surgeries. Challenges also revolve around promoting active mobility in the face of dependence on motorised transport, with related initiatives in Paris having proven contentious for many Parisians despite strong leadership, or the bumpy road that the ambitious Enjoy Waltham Forest programme has had to pedal through to gain traction.

Recent initiatives, such as in Birmingham, begin to reveal tentative recipes to combine the many ingredients that make a place complete in terms of mobility, blue-green infrastructure, food security, diet, public health, care, education, transport, local businesses, finance, well-being, low carbon energy-efficiency and overall resilience. A tall order indeed, and no small feat (all puns intended).

Stepping back, one can see proximity as a timeless set of design principles for complete places. From the city-states of Ancient Greece to the urban village of Montmartre in Paris, the 20-minute neighbourhood has evolved through time(s) and place(s) as a true chameleon. Related concepts have included New Urbanism, urban acupuncture and… placemaking itself.

In many ways, the movement has been a reaction against modernist, blueprint planning that redesigned cities and towns for cars at the relative expense of people and the environment. Precursors to placemaking include William H. Whyte and architect Jan Gehl, or even French thinker Henri Lefebvre who popularised the notion of Right to the City.

In a Swedish context, the design and planning of complete neighbourhoods rests on evidence-based sociotope mapping, which combines expert and resident knowledge about the use of places, as pioneered by Alexander Ståhle and colleagues at the City of Stockholm and planning consultancies.

Rich spatial data is essential to defining and putting 20-neighbourhoods on the map in the most literal sense. In the UK, the former Prince of Wales has also worked to (re)create complete communities and promote high-quality place design for several decades. Countless influences continue to shape the 20-minute neighbourhood principle.

Evidence-based placemaking is also tied to high design quality, architecture, and belonging, as highlighted in Planning for the Future white paper or Planning Policy Wales. Placemaking and design collectives in the UK have included the Place Alliance led by Matthew Carmona. Neighbourhood plans in England and Wales, and place plans in Scotland, have provided ways for communities to be involved in the planning process to help shape places, which may also coincide with establishing complete neighbourhoods.

Benefits also come at a cost and require trade-offs. As Stefano Smith highlights:

“Implementing the 20-minute neighbourhood concept may not be simple, and councils may face several barriers, including differences between urban and rural areas, as well as between new development and existing neighbourhoods.”

Placeholders for transformation

Beyond meeting essential needs, proximity can also enable serendipity and flânerie, where people enjoy places for their own sake. This intangible charm of places partly explains the popularity of touristic cities and towns across the world.

Complete neighbourhoods can also help reduce places’ heavy carbon debt. From strategic policy-making to design codes, town planning can positively shape local quality of life in conjunction with neighbourhood retrofits and health-driven place-based partnerships. As a timeless principle.

Beyond the concept, 20-minute neighbourhoods are like the individuals in John Donne’s 16th Meditation, that postulates that “No man is an island, entire of itself”. Space travels and pervades places via people, goods, infrastructure, and services, where shortages thereof can indicate severe inequalities. The complex interdependencies that underpin inclusive places therefore make it clear that one must also consider the spaces between them to foster collective belonging and resilience.

As a scalable concept, placemaking could help ensure nothing is ever too far for anyone to enjoy as urbanely as possible.

The next post in this series will investigate a handful of 20-minute neighbourhoods as food for practical thought.

Ian Babelon is a UX Researcher in Idox.

Photo by Matt Seymour on Unsplash


Further reading from The Knowledge Exchange blog

15 minutes to change the world: people-friendly neighbourhoods for a post-lockdown recovery | The Knowledge Exchange Blog

June 2023 issue of SPEL Journal (Scottish Planning & Environmental Law) out now | The Knowledge Exchange Blog

Going Further

TCPA: relevant guide (2021) and special issue on the TCPA journal

Placemaking Europe toolkit: The Toolbox – Placemaking Europe (placemaking-europe.eu)

Sociotope mapping when you have little data: Land | Free Full-Text | Creating a Map of the Social Functions of Urban Green Spaces in a City with Poor Availability of Spatial Data: A Sociotope for Lodz (mdpi.com)

Guest post | Mixing it up in Midtown Tampa

IMG_6443.jpg

Midtown Tampa is the kind of instant city that 20 years ago I would’ve raved about. It’s another great example of The Urban Experiment.

This is a mixed-use, walkable development that has been created out of whole cloth west of downtown, near the airport. It’s a sort of second generation version of these types of projects, and measurably better than the first generation.

Before I describe it further, though, it’s interesting to trace a brief history of apartment communities in the US.

Not long ago, not far away

In America, renting an apartment has been a choice of a minority of households since the New Deal incentivized home ownership. About 1/3 of households today are renters, though early in the twentieth century it was close to 2/3. I won’t comment on if that was good or bad policy. It’s just to note the context, note the incentives and how we’ve changed.

Apartments were most commonly rented in small buildings in that previous era. They were the Missing Middle types so often discussed, and highlighted very well by Dan Parolek of Opticos Design. Yes, there were larger buildings as well, and a wide variety of SROs, apartment hotels and boarding houses. But most of what housed people were ancillary apartments, duplexes, triple-deckers, fourplexes, etc etc. This was very common for middle-class people, virtually all over America.

As we became wealthy, single family ownership became all the rage, egged on by financing incentives and regulatory changes (zoning). At the same time, larger capital flows became more dominant in real estate, and the nature of apartment living began to change. Apartments increasingly were built in larger “complexes” of 100 or 200 units all at one time in one location. In order to make apartment living an attractive alternative to home ownership, and not just for the poor or those without choices, developers began adding “amenities” such as pools and common green spaces. Those were the sorts of things not even contemplated in the “Missing Middle” era. Back then, an apartment was just a place to live in a neighbourhood, no different than the house next door or around the corner. The “amenities” were often in public parks.

As time went on, the arms race for amenities ramped up. Soon were added fitness centres, spas, covered parking, valet services and more. Newer apartment complexes today are often touted as “luxury apartments.” In addition to the amenities, they also tout granite counter-tops, stainless steel appliances and whirlpool tubs in the units. Going after the renter by choice market has necessitated this push to go ever more upscale and out-class the competition. That’s not surprising, it’s just a certain element of markets and competition at work.

The walkability factor

Now enter the 2000s, and the slow but noticeably growing interest in urban living. In some cities, the newly thriving commercial districts, walkable to many apartments, became a new, sexy amenity. Many smaller developers smartly capitalized on this with renovations of historic buildings, loft conversions and some new urban infill. They helped create an urban market that had some of the new amenities renters (and some home owners) were looking for. Their buildings didn’t have pools or covered parking, but they had cool bars and restaurants to walk to, art galleries, lively streets and more things that appeal to a certain part of the population.

The folks who deploy big investment capital naturally noticed this change. And they didn’t want to miss out on the trend. For over a decade, every healthy market has seen an influx of large “luxury apartment” buildings of about 200 units in urban areas, complete with all the amenities they’re used to providing in suburban locations. You guessed it – the pool, the fitness center, covered parking, etc etc.

Again, I’m not passing judgment. This is simply an example of how development happens in modern America. In many cases, these larger entities deploy tens of millions of dollars to buy and upgrade buildings, build new ones and create portfolios of hundreds and hundreds of apartments. It’s very smart business. Some of the end results can be excellent, some very mediocre, but nearly all have been well received in the marketplace. Urbanist snobs like me might ask questions, but clearly the people renting the apartments are responding positively.

Enter Midtown Tampa

Midtown Tampa is simply another in the latest version of this phenomenon. It’s a brand new place, by different accounts, either 12 or 30 years in the making.

The apartments are very well appointed, the amenities are first-class. It also includes fantastic eating and drinking options, some retail, a Whole Foods and new office space. It truly is an “instant city” in the sense it has so much of what someone might need as part of a daily or weekly routine in one compact location. Despite the Florida heat, you can walk from your apartment indoors to the gym, where you can work out in perfect air conditioned comfort. This is the new, 21st century apartment complex.

Midtown has the trendiest new bar in town, and it looks like the kind of place I’d enjoy spending too much time in. It has a “signature scent.” Yes, that’s actually a thing. It’s not a cheap place at all, and not intended to be. The rents are about $3 per square foot. That’s the top of the market in Tampa, and in many similar markets in the US. You can do the math on what a simple, 900 square foot two bedroom apartment costs.

Everything in this development is impeccably managed. They do everything well that our cities do poorly. Trash and cleanliness, security, parking, and public space management are all incredibly well thought-through and executed. It gives people who advocate for privatization of city governance great ammunition.

So again, I’m not saying this is BAD. I think there’s much to admire and like. It’s just that this is another example of how we only produce this kind of development now. It’s either large single-family subdivisions on the edge of the city, or mega-investment “instant cities.” There’s nothing in between. It’s not just that the Missing Middle buildings are often zoned out of existence, it’s that the entire ecosystem of finance, acquisition, construction and more seems to make it virtually impossible to do again.

There’s no space in our system for the kind of change that gave us Chicago, or even my city. The professionalization of everything has created this predicament where the entire system pushes for bigger and more complicated projects and efforts of all kinds. This is not a “find a magic policy” problem. It’s the direct result of decades of policy, all made with good intentions and responding to constituents, but quietly damaging our systems piece by piece.

This isn’t healthy for our cities, and it’s especially not healthy for a democratic society. In this system, there seems to be little opportunity for people to build for themselves, to build wealth for themselves, and create the kinds of “messy” places that urbanists like myself most admire. The only option is to do it “sub-rosa” as Johnny Sanphillipo would say. And he’s right. That’s exactly what happens in the real world, often outside the view of the local authorities.

I have no objection to Midtown Tampa at all. In fact, it’s quite well done in many ways. But this simply cannot be the only solution to the development of our cities. We’ve got to unleash the swarm, as I like to say, or else all the current problems we fret about will only get worse.

Kevin Klinkenberg has worked as an urban designer, architect and planner. His blog – The Messy City – looks at ways to use urban design and development to make people’s lives healthier, wealthier and happier.

Further reading: more from The Knowledge Exchange blog on urban development

Grey to green: can green spaces create equity and wellbeing in post-COVID cities?

As 2021 draws to an end, much of the world is slowly emerging towards post-pandemic life. Focus is shifting from response to recovery. Governments, activists and academics are arguing for a green recovery – a one-off opportunity to truly incorporate climate change objectives, sustainability and equity into future development.

Cities served as the frontline to the pandemic and will continue to do so in efforts to transition towards a sustainable recovery. Building the cities of the future was the focus of a recent NESTA webinar in conversation with Daisy Narayanan, Senior Manager of Placemaking and Mobility at the City of Edinburgh Council. It highlighted the importance of creating urban environments that put people first for healthy, safe and sustainable communities.

Opportunities for cities

Narayanan argued that positives can be taken from COVID-19, as it inspired collaboration across sectors and communities whilst proving the responsiveness and adaptability of traditional systems. She believes that this mindset should be harnessed going forward to facilitate meaningful changes and progression within our cities for everyone.

Describing herself as a ‘relentless optimist’, she stated, “I think there is something about this moment in time where there is a real kind of desire to move forward, in a way that changes how things used to be, into what things need to be or should be. I think there is a lot of excitement around shaping that together.”

Narayanan went on to talk about the opportunities she sees for transforming our public spaces with collaboration across planning, transport and economic development. She is excited by the potential of concepts such as the ‘20-minute neighbourhood’ and its growing presence within city planning around the world and in her own city of Edinburgh.

More broadly, she is excited that citizens are recognising the importance of living well locally and that community wellbeing should be inherent to placemaking.

The inequality of green space

Whilst positives can be drawn from collaboration during the pandemic, it also magnified how divisive our cities’ environmental issues can be. Pollution, congestion and dwindling green spaces compounded the health and social challenges for many of those living in urban areas.

With most inside amenities forced to close during periods of lockdown, city dwellers turned to parks for exercise and socialising in unprecedented numbers. However, urban green spaces proved to be unequal in distribution. Socioeconomic status is the most likely determinant to green space accessibility and quality, and access is typically limited to the more scenic neighbourhoods with higher average incomes.

The benefits of urban green spaces to an individual’s health and wellbeing are well documented, with associations between the presence of green spaces, greater quality of life and decreased risk of excess mortality. There is growing research suggesting that city populations without the provision of green spaces in the UK had typically higher instances of mental health issues, such as COVID-related anxiety and isolation.

Of course, the provision of green spaces is only one of a number of factors highlighted in discussions around equalities, health and well-being in urban areas. However, the pandemic exposed the barriers to accessing the potential value provided by such spaces which could continue to reinforce inequalities.

Can a green integrated approach to transforming our cities tackle inequality and promote wellness in the post-COVID city?

Lessons from Milan’s green placemaking

During the webinar, Narayanan briefly touched upon how Milan is a commendable example of a city making really big changes to its public spaces for the benefit of its citizens.

The city has impressive commitments for using nature-based solutions to increase resilience towards future environmental and health crises, whilst stimulating an equity-based approach to tackling climate change.

The Mayor of Milan, Giuseppe Sala, committed his city to green urbanism before the pandemic and has since campaigned for efforts to be increased due to the unequal challenges created in cities.

He stated, “The green and just recovery that is needed to create more sustainable and healthier cities sees urban nature as a key element for building back better I have been clear that any recovery in my city, in Italy and for Europe, must be rooted in these principles of equity and climate action.

Sala aims to plant three million trees across Milan by 2030 to tackle climate change and to halt the trend of deteriorating air quality. At the core of this strategy is the transformation of derelict land in deprived neighbourhoods into 20 high quality urban parks.

The city government is providing for residents to have trees planted in their private gardens and upon flat rooftops, whilst greenery is being incorporated into car parks and on the sides of office blocks.

Integrating green spaces, food supply and equity, the city’s growing number of community gardens and allotments are often situated upon apartment block rooftops. Residents can grow and collect food whilst local restaurants are encouraged to use ingredients from the nearby streets. Locals have also lauded the social spaces that these gardens have become, as users can collaborate and educate each other through gardening.

Perhaps the most symbolic project in Milan’s transition is the Bosco Verticale or ‘Vertical Forest’- two residential apartment blocks which have been almost completely covered with trees, perennials and shrubbery. Designed by architect Stefano Boeri, the 80m and 112m high buildings have the equivalent vegetation of 30,000 square metres worth of woodland upon only 3,000 square metres of concrete.

Consisting of hundreds of plant species of various shapes and colours, the project is a popular, living landmark throughout the year. Not only an appealing addition to the Milan skyline, the urban vegetation has been a remarkable success – lowering temperatures, encouraging 20 new bird species into the area and absorbing 30 metric tonnes of carbon dioxide from the atmosphere each year.

The towers demonstrate the multiple benefits that can be achieved from small-scale integrated approaches to increasing green spaces. The concept is already being replicated in cities around the world.

If successful, it is believed that Milan’s vast increase in vegetation has the potential to absorb an additional five million tonnes of carbon dioxide each year, whilst significantly decreasing the presence of pollutant particles in the air associated with cancer and respiratory diseases.

Concluding thoughts

Milan’s transformation is exemplary of a city that is learning from previous vulnerabilities, using urban space to directly promote citizen wellbeing whilst tackling climate change.

As Narayanan argues, all cities now have the opportunity to put people’s needs and wellbeing at the centre of future urban spaces. Whilst citizens and authorities often both want to achieve attractive, sustainable and healthy places, she argues that citizen voices get lost in consultation.

As a step to progressing away from this, she says: “Consultations should be more like conversations. Discussions need to be done respectfully, evidence-based, data-based and using people’s stories and life as the basis for change.”


More from The Knowledge Exchange blog on placemaking and liveable cities:

Follow us on Twitter to see which topics are interesting our research officers and keep up to date with our latest blogs

Celebrating success in planning research: winners of the RTPI Awards for Research Excellence 2021

The winners of the annual Royal Town Planning Institute (RTPI) Awards for research excellence were announced on 8 September at an online ceremony hosted by the RTPI. 

The RTPI Awards for Research Excellence celebrate high quality, impactful spatial planning research carried out by chartered members and accredited planning schools from around the world.

For a seventh year, The Idox Knowledge Exchange has been pleased to sponsor three of the Awards categories – the Planning Practitioner Award, the Student Award, and the Sir Peter Hall Award for Research Excellence.

The Sir Peter Hall Award for Research Excellence

Hannah Hickman MA, MSc, MPhil, MRTPI, senior research fellow at the University of West England, was announced as the winner of the Sir Peter Hall Award for Research Excellence.

Ms Hickman’s research explored the under-researched and poorly-understood area of post-consent – the journey of a development from the point of permission through to delivery and on-going management. In particular it evidenced a worrying decline in design quality occurring at this point. It identified some of the causes, and considered what local authorities might do to address this decline.

In the same category, Professor Jo Williams, of University College London, received a commendation from judges for her book ‘Circular Cities: a revolution in urban sustainability.

Early Career Research

Dr Meadhbh Maguire MRTPI PhD MSc MA, McGill University, School of Urban Planning.

This project considered the use of survey data in planners’ decision making processes. It found that survey methods ae heavily used within planning but are often influenced by political contexts.

Commended: Jianting Zhao, University of Hong Kong.

Planning Practitioner Award

Antony Rifkin BCom MCRP Dip Urban Design MRTPI FRSA, Allies and Morrison

Mr Rifkin’s ‘Complex City: London’s Changing Character’ project made the case for character-based densification and provides recommendations for local authorities and cities attempting to meet growth demands while preserving local character.

Commended: Colin Robinson, Lichfields Planning

Student Award

Nicole Collomb BA (Hons) MSc, University of Brighton, department of architecture and design

Nicole Collomb was handed the Student Award for her research into the effectiveness of green factor policies, in which she identifies a need for robust evidence base for these policies to be successful.

Commended: Samuel ‘Nepo’ Schrade, University of Brighton

Also announced at today’s ceremony were the two recipients of the two £5,000 grants from the Practitioner Research Fund.

The winners of the grants are:

  • Oscar Wong for the project: ‘Strategic legacy planning for mega-events to achieve sustainable development goals: critical lessons learnt from London Olympics 2012 and Rio 2016’
  • Timon Moss for the project: ‘Regional community wealth building in Scotland’.

An exceptionally high standard

Dr Wei Yang FRTPI, RTPI President, said: “After receiving many brilliant entries for this year’s awards, the RTPI is now delighted to announce the stand-out projects across our four categories and recipients of the Practitioner Research Fund.

“I would like to congratulate all the winners and those who were shortlisted. The quality of submissions was exceptionally high this year, and we thank all the entrants for their submissions.

The RTPI is grateful to all applicants for sharing their fresh and innovative work. The awards give us the opportunity to celebrate the best and brightest work in the sector which is vital in driving the profession forward.

I would like to extend our great appreciation to the awards sponsors, Routledge Taylor & Francis Group and Idox Knowledge Exchange.

The awards would not be possible without our excellent judges, who have volunteered their time to review all of the entries in their categories and we would like to thank you all for your continued support for the research awards.”

John McLaren, Head of Business for Grantfinder and The Knowledge Exchange at Idox said:

“Idox is very pleased to be continuing our relationship with the RTPI and supporting the RTPI Awards for Research Excellence for another year”.


Further information about the  2021 RTPI Awards for Research Excellence, including the winners, judges and sponsors are available here.

You can also read our guest blog featuring the winner of the 2016 Sir Peter Hall Award, Dr Paul Cowie from the University of Newcastle, about the impact of winning the award for the Town Meeting project, which used theatre to engage communities in planning.

Cycle-friendly societies: lessons from the Dutch and the Danes

The Netherlands and Denmark have become synonymous with high numbers of cyclists and extensive cycling infrastructures. In Denmark, 9 out of 10 people own a bike, while the Netherlands has an estimated 16.5 million bikes in a country of 17.3 million people. Both countries have developed impressive cycle networks and have integrated cycling infrastructure into wider transport planning.

But the prevalence of cycling in these countries didn’t happen overnight – or by accident. Campaigning, urban planning, political support and investment all had roles to play in making the Netherlands and Denmark such great role models for bike-friendly societies.

A historical perspective

In the first decades of the twentieth century, as in other parts of Europe, cyclists in Denmark and the Netherlands were in competition for road space with horses, trams and growing numbers of cars. In Denmark during the 1920s and ‘30s there was a long-running debate on how to accommodate cyclists on Danish roads. Initially, a painted line to separate cyclists from other traffic was suggested. But a high number of accidents pushed Danish planners towards a separate cycling infrastructure, which has grown into the widespread network Denmark has today.

In the Netherlands, taxation funded a national network of cycle tracks across the country.  But after the Second World War, the rise of motor vehicles confined cyclists to the margins, with some cycle paths removed to widen roads for cars. The city of Rotterdam, destroyed during the war, was rebuilt with a plan that put the automobile at its centre, with people commuting by car from the new suburbs.

This decline in cycling also happened in other European countries. In the UK, the 15% of all trips taken by bike in 1950 had plummeted to just 1.3% of trips in 1975. But in the 1970s, popular protests took place in Denmark, Germany and the Netherlands against motorway expansion, triggered by steep oil price rises and a growing environmental movement. This backlash persuaded urban planners that more consideration needed to be given to cyclists, pedestrians and public transport. Since then, national and local governments have prioritised policies to make cycling safer, more convenient and more attractive. As one study has noted:

“Instead of catering to ever more motor vehicles by expanding roadways and parking facilities, Dutch, German, and Danish cities have focused on serving people, making their cities people-friendly rather than car-friendly, and thus more liveable and more sustainable than American, British, and Australian cities.”

Cycling today in Denmark and the Netherlands

In the Netherlands today there are 35,000km of cycle paths, while Denmark has 12,000km. In both countries, traffic calming measures have restricted or banned cars on residential streets and have imposed speed limits. There are extensive bike parking facilities – the Dutch city of Utrecht, for example, is building a further 30,000 bike parking spots as part of a ten-year infrastructure plan.

Integration with public transport networks complements the efforts to encourage more people to get on their bikes – in the Netherlands, 50% of all public transport trips begin with a bicycle ride. From an early age, Dutch, German and Danish citizens are taught how to be safe cyclists and to make motorists aware of other road users.

Prioritising cycling ensures that cyclists can get around quickly and safely. In Copenhagen, electronic systems coordinate traffic lights to recognise bikes instead of cars, which means cyclists travelling at a speed of 20km/h find that they hit green lights all the way into the city in the morning, and back again at the evening rush hour.

Could it happen here?

With decades of cycle-centric planning and investment, Denmark and the Netherlands are miles ahead of the UK. But one of the few positives emerging from the coronavirus pandemic in this country has been a resurgence of interest in cycling. During the 2020 lockdowns, some UK cities created pop-up bike lanes, and bike sales soared by 63%. A wave of new cyclists took to the streets, with many feeling safer in the saddle than on crowded public transport.

But with traffic now returning to pre-lockdown levels, cycling campaign groups are worried that the momentum may be lost. As Keir Gallagher of Cycling UK told the BBC:

“If measures aren’t taken now, then unfortunately a lot of those people who have discovered cycling are going to be lost and people are going to return to their cars if they don’t feel safe.”

As Denmark and the Netherlands have demonstrated, infrastructure is a vital factor in persuading more people to take up cycling. One UK city that’s been working hard to improve its cycling infrastructure is Cardiff. In 2017, Cardiff Council launched a 10-year cycling strategy, which aims to make walking or cycling the first choice for short trips within the city. Working with transport planners and civil engineers, the council has identified five primary route corridors for cycleways, connecting major destinations, existing communities and strategic development sites across the city. In the coming years, over 30km of segregated cycle routes will radically improve Cardiff’s cycling infrastructure. Clearly, Cardiff’s efforts are paying off: last year, the city came top in a poll to be named Britain’s best cycling city.

The road ahead

The rewards of cycling for individuals and for wider society are numerous. Cycling causes almost no noise or air pollution and consumes far fewer resources than automobiles. It’s also good for physical and mental health and is much more affordable than other modes of transport.

The economic impacts of cycling are also considerable. A 2015 study by the University of Birmingham highlighted a number of benefits: cyclists visit local shops more regularly than drivers; property values of homes in cycle-friendly areas are higher; cycling to work leads to lower staff turnover and fewer sick days; and facilities allowing children to cycle to school save on the public cost of school travel.

With governments now aiming to build back better, fairer and greener, perhaps there’s never been a better time to learn lessons from our neighbours on how to be a cycle-friendly society.


Further reading: more on sustainable transport from The Knowledge Exchange

Britain’s town centres: down, but not out

Image: Mayfield development, Manchester (U+I plc)

Town centres have taken a battering in the past year, with many shops and services forced to close during lockdowns and growing numbers of stores going out of business.

But even before Covid-19, UK high streets were already under pressure. Economic recessions, rising business rates, higher rents, the growth of online shopping and development out-of-town retail parks have left Britain’s town centres struggling to survive.

Last month, Planning magazine brought together a panel of experts to discuss the future of town centres. Among the issues considered were trends affecting town centres, how demand for town centre property is changing post-pandemic and how developers are responding to changes in market demand and planning laws.

The bigger picture: online shopping and working from home

Jennet Siebrits, head of CBRE UK’s research team, gave a helpful overview of two key trends affecting town centres.

In the past decade, e-commerce has seen a dramatic increase in activity. Since 2011, the value of online shopping has mushroomed from £23 billion to £58 billion –a 158% increase. But in 2020, even that figure was eclipsed, with the value of e-commerce rising to £84 billion – a 44% increase in just one year. The evidence from the first national lockdown suggests that this step change is here to stay.

The impact of this, along with the Covid-19 restrictions, has been grim for town centre stores. Over 11,000 shops closed in 2020, and while not all of those closures were due to online shopping, it’s clear that e-commerce has been a real driver of this.

Jennet suggested that, as the restrictions ease, it’s likely that supermarkets, along with in-store health and beauty and DIY stores will continue to attract customers. But other sectors will have to come up with innovative ways to lure consumers off their iPads.

Jennet also highlighted the increased move towards home working. Once people return to their workplaces, it’s likely that many will ask to continue working from home, at least for part of the working week.

The rise in home working may also affect demand for residential property, with more people moving further away from city centres. This could have a knock-on effect for ancillary services like coffee kiosks and sandwich bars, with local town centres capitalising on the losses experienced by city centres.

The legal perspective: changes to planning laws

David Mathias, a specialist planning solicitor at Shoosmiths law firm described some recent planning law changes that have particular relevance to town centres.

Since the demise of Woolworths in 2008, more and more UK department stores have been closing down, leaving big gaps on the high street. In future, it’s likely that many property developers will want to convert from retail to residential.

Until recently, permitted development rights for conversion to residential only applied in a limited set of commercial uses. But the UK government has announced new permitted development rights in England enabling greater flexibility on conversions without the need for planning permission. These will go ahead in August, subject to certain conditions.

In addition, further legislation on expansion of permitted development rights introduced last summer allows the construction of an additional storey on freestanding blocks and buildings on a terrace to create additional housing, and the demolition of buildings built before 1990 and construction of new dwellings in their place.

The government has argued that these changes will help to revive town centres, although others believe easing planning rules for developers will have the opposite effect. 

The developer’s perspective: re-imagining Manchester

Martyn Evans from the U+I Group offered his view of how developers are responding to changes in market demand and planning. He did so using U+I’s development at Mayfield in Manchester.

Located next to Piccadilly railway station, in the centre of the city, this 24 acre-site is being redeveloped from derelict railway land. A consortium of Manchester City Council, Transport for Greater Manchester and London & Continental Railways (LCR), along with U+I, has been working to regenerate the area, with the first buildings due for completion next year.

Right from the start, the consortium focused on the importance of creating a place where people want to live, work, rest and relax. One important feature of the development is a seven-acre park. Although it was planned into the scheme years ago, this green space has become all the more significant in the past year.

Image: Mayfield development, Manchester (U+I plc)

The pandemic has demonstrated the importance of green space as a vital part of city living, both for physical health and mental wellbeing. Such spaces not only attract workers, residents and visitors, they also increase the value of developments. And because decisions about commercial property are increasingly being taken by HR teams rather than finance departments, the wellbeing benefits of workers’ surroundings are being taken more seriously. In short, understanding quality of place gives developers more of a competitive edge. 

The local authority perspective: managing change

To conclude, Michael Kiely from the Planning Officers Society looked at what local planning authorities can do to help sustain town centres.

Michael described some of the planning tools local authorities can use, including strategic planning, masterplanning and local plans. But with recent changes in planning laws, including the use classes order, Michael argued that policies such as Town Centre First may be ineffective.

However, local authorities can still make a difference, through partnerships with other stakeholders, such as land owners and Business Improvement Districts (BIDS), and the use of intervention and compulsory purchase powers.

In closing, Michael suggested the need for a licensing or permitting regime to manage and curate activities so that they do not cause harm and town centres can thrive.

Future perspectives: rethinking town centres

A £150m project to revamp London’s Oxford Street signals that high streets are already re-imagining themselves as leisure-focused and “experiential shopping” centres. And the Mayfield site in Manchester has the potential to transform a part of the city centre that has been underused for decades.

These are just two examples of the planning community working together to help sustain town centres. Britain’s high streets face substantial challenges, but this interesting discussion suggested there are good reasons to optimistic about the future.

A recording of The Future of Our Town Centres discussion is available to watch on-demand at the Planning magazine website.


Further reading: more on town centres from The Knowledge Exchange blog

15 minutes to change the world: people-friendly neighbourhoods for a post-lockdown recovery

Photo by Tom Podmore on Unsplash

What kinds of cities do we want to live in? It’s a question that has taken on increased urgency in the past year. But even before the global pandemic, there was growing concern about how to address the challenges facing the world’s cities, especially the threat of climate change.

Tackling traffic congestion, reducing air pollution, improving sustainable mobility and ensuring easy access to green space and essential services are all significant factors that can advance the quality of life in our urban areas. The lockdowns and other restrictions imposed by governments to contain the spread of the coronavirus (COVID-19) have thrown these issues into sharper focus.

An alternative vision

There is now a growing consensus that a new road map is needed for the development of liveable cities. This means changing lifestyles so that sociability, sustainability and wellbeing are prioritised – in short, the common good should drive decisions about urban planning.

One of the ideas for promoting this approach is the 15 minute neighbourhood, in which home, education, work, healthcare and other essential services are all within a 15 minute reach by walking or cycling. This is the vision of Professor Carlos Moreno, scientific director of entrepreneurship and innovation at the Sorbonne University in Paris.

In a recent webinar, organised by Solace and Catapult Connected Places, Professor Moreno outlined his concept, where the six functions for city life –  living, working, supplying, caring, learning and enjoying – are all within easy reach, making neighbourhoods not just convenient places to stay, but satisfying places to live.

The concept of the 15-minute neighbourhood contradicts urban planning ideas that have predominated for more than a century, where residential areas have been separated from business, retail, industry and entertainment. Professor Moreno stressed that the new approach requires careful planning and implementation, political will and financial support from local and national authorities, and – essentially – the engagement of citizens.

A rapid, radical transformation

The first wave of lockdowns in 2020 showed that it is possible for radical change in our cities to happen far quicker than we might have ever imagined. In a matter of days, millions of people changed their lifestyles, with many working from home and travelling only locally for essential provisions. Soaring numbers of visitors to parks demonstrated the importance of local green spaces for physical and mental health. And in some UK cities, reduced levels of traffic led to improvements in air quality.

Of course, keeping large sections of the population confined to home has had many negative effects, and lockdowns are not part of the 15-minute neighbourhoods concept. Instead, the opportunity has arisen for an equitable and sustainable recovery from the COVID-19 restrictions by rethinking the way cities work.

Paris: the 15-minute city

As special envoy for smart cities to the mayor of Paris, Carlos Moreno has been influential in the city’s decision to turn miles of roads in the French capital into cycle lanes. Reducing traffic is a key component of the concept, and can help cities achieve their targets for lowering the emissions that every year cause millions of premature deaths and countless more health impacts. In addition, Professor Moreno envisions greater use of remote working to reduce commuting times, as well as opening schools for community activities at weekends. With less time spent travelling to work, shops and healthcare services, people can enjoy a slower pace of life, devoting more time to families, friends and leisure, which in turn can bring multiple health and wellbeing benefits.

Paris’s advanced participatory budgeting scheme is a critical element for ensuring the 15-minute city concept thrives. 10% of the city’s spending is determined by participatory budgeting processes at neighbourhood level, meaning residents have the opportunity to participate in the design and selection of projects to be implemented in their own local area.

A growing interest in living locally

Paris is not alone in attempting to realise the 15 minute neighbourhood vision. Barcelona, Detroit, London, Melbourne, Milan and Portland are all exploring this approach, and it has also been endorsed by the C40 network of cities that are committed to addressing climate change.

In Melbourne, the city’s plan for growth over the next 35 years is guided by the principle of living locally. Its 20-minute neighbourhood plan was launched in 2018, and is being delivered in two stages to test the practicalities of delivering the concept across the city.

Closer to home, the Scottish Government’s Programme for Government has a strong focus on localism, and in a recent webinar, Scotland’s Chief Architect highlighted a 20-minute neighbourhood project in Edinburgh. The city council’s local place plan includes many elements that will be familiar to the proponents of 15 minute neighbourhoods, including new opportunities for cycle routes, food growing and green spaces.

A lifeline or a threat?

Encouraging residents to work, shop and enjoy their leisure time locally will be music to the ears of smaller town centres. Even before the pandemic many local businesses were struggling to adjust to the changing habits of their customers. A resurgence of neighbourhood life could be the lifeline they need.

At the same time, a move towards more localised living could pose a threat to high streets in bigger cities. A recent paper in Covid Economics found evidence that higher levels of home-working has led to the relocation of economic activity from a few densely populated city centres to the suburbs. A further study by Centre for Cities found that in the UK’s 11 largest city centres, spending did not recover last summer when restrictions were eased after the first national lockdown.

Policymakers and planners will be watching these developments with great interest, as they have significant implications for economic activity in towns and cities. If the mass adoption of remote working hardens into a permanent feature, the cafes, restaurants, bars and shops that once depended on a steady stream of office workers could go out of business. Once-bustling city centres in Edinburgh, Glasgow, Birmingham, Manchester and London could turn into ghost towns. But if workers return to their offices in large numbers, the momentum for 15-minute neighbourhoods could be lost.

Final thoughts

The coronavirus pandemic has affected almost every aspect of our lives, but it has also presented the opportunity to rebalance our thinking about how and where we want to live, learn, work and play. The 15-minute neighbourhood is part of that process. As Carlos Moreno has observed:

 “The pandemic has caused us to think about how to move differently, to consume differently, to live differently. We are discovering that by working differently we have more spare time, to have more time to be with our families or friends. We are discovering and appreciating our neighbourhoods much more. This will make us all more engaged inhabitants.”


More from The Knowledge Exchange blog on liveable cities:

How the planning system can help address climate change

The Scottish Government’s Climate Change Plan Update is due to be published this month (December 2020), after being postponed from April due to the coronavirus (COVID-19) pandemic.  The plan will provide an update on the Scottish Government’s Climate Change Plan, reflecting the new targets set out in the Climate Change (Emissions Reduction Targets) (Scotland) Act 2019, with the overall aim of reducing Scotland’s emissions of all greenhouse gases to net-zero by 2045. 

In the face of the climate emergency, the target is both admirable and ambitious.  Achieving it will require input from all sectors of the economy and society – from energy, transport, infrastructure to skills, training and innovation. 

A recent series of webinars held by Partners in Planning looked at the ways in which town planning could help play its part by embedding nature-based solutions and green infrastructure planning into the planning process.

In this blog we look at three innovative projects that were highlighted.  They illustrate some of the varied ways in which planning can contribute towards the Scottish Government’s net zero targets and address the wider climate emergency.

Building with Nature: green infrastructure benchmark

Encouraging developers to incorporate green infrastructure and nature-based solutions into new developments is a key challenge, particularly if there is a perception that it may be more time consuming and/or costly to do so.

Building with Nature is a set of wellbeing standards built around the ‘3 Ws’ – water, wildlife and wellbeing.  The standards go beyond statutory requirements, bringing together evidence, guidance and good practice to provide something akin to a ‘how to’ guide for creating places that benefit both people and nature.  The standards are free to access and use, and there is also a paid-for accreditation scheme, with three levels of achievement – design, good, and excellent.

As well as reducing carbon emissions, the standards aim to help support biodiversity, promote flood resilience and support wellbeing through the provision of green space that is both inclusive and accessible to everyone, regardless of age or disability.

The standards are entirely voluntary but many local authorities are now beginning to either refer developers to Building with Nature or incorporate them as requirements in their own plans.

Plans themselves can also become accredited.  Indeed, West Dunbartonshire Council’s Local Development Plan 2, published in August 2020, is the first Building with Nature accredited policy document, achieving the ‘excellent’ rating.

Building with Nature have also recently launched a new national award scheme, with the first winners being Forth Valley Royal Hospital and Larbert Woods.

Green-blue roofs – Meadowbank, Edinburgh

One way that developers can incorporate nature-based solutions into their developments is through the use of green-blue roofs. Green-blue roofs can provide a range of benefits for both people and nature – including surface water management, urban cooling, as well as providing habitats for wildlife and opportunities for people to access nature in the urban environment.  

At present, there is no mandatory policy for green roof infrastructure in Scotland, thus while developers may be aware of the benefits that they have, many do not incorporate them into their plans due concerns about their impact on scheme costs and viability.

These concerns have been addressed in a study of the viability of incorporating green-blue roofs into a mixed-used development at the former Meadowbank Stadium site in Edinburgh, conducted by Collective Architecture on behalf of NatureScot (previously called Scottish Natural Heritage). 

The study highlights the varied range of green-blue roof options available to developers – all with different costs, levels of maintenance, building requirements etc.  Some are suitable for public access whereas others are not.  Blue-green roofs are a combination of both green roofs and blue roofs – where rainwater is retained rather than drained (as with a typical green roof) and released in a controlled manner.

Overall, green-blue roofs were found to be a viable option for the Meadowbank development, freeing up space that might otherwise be used for ground-based SUDS (sustainable drainage systems), and offering a range of potential wellbeing and community benefits.  Blue-green roofs did cause a small uplift in roofing costs. However, as a proportion of the overall construction costs, these were minimal, coming in at around £350 per dwelling.

Retrofitting green infrastructure – Queensland Gardens, Cardonald, Glasgow

If our towns and cities are to become truly carbon neutral, then there will also be a need to retrofit green infrastructure into existing developments.  One such example of retrofitting is Queensland Court and Gardens – a partnership between Southside Housing Association and Glasgow City Council to retrofit green infrastructure designs into two multi-storey tower blocks and the surrounding land in Cardonald, Glasgow. 

The project is part of the wider Green Infrastructure Strategic Intervention (GISI) programme, which as well as contributing to the ultimate goal of achieving a net zero carbon society, seeks to demonstrate how green infrastructure can be used to address some of the key issues faced in urban areas – from declining economic growth, social inequalities, pollution, flooding, noise, multiple deprivation, health problems and limited biodiversity. 

One of the key issues facing the outdoor space at Queensland Gardens is excess surface water, which renders much of the space unusable.  As such, the project has also received funding from 10,000 Raingardens for Scotland.  It plans to turn the rainwater run-off from the tower blocks into a feature that is incorporated into the gardens.  It also plans to expand the current parking facilities, create a shared community green space, and enhance the currently very limited play space for children and young people.

Both the Queensland Gardens and the Meadowbank site developments will be assessed against the Building with Nature standards.

Green infrastructure as part of the green recovery

The coronavirus pandemic has brought into sharp focus the importance of having local green spaces that are both easily accessible and inclusive of all ages and disabilities.  It highlighted the importance of nature to the health of society and the world more broadly, along with the urgent need to address climate change.

It also demonstrated that it is possible to create and implement innovative solutions to global crises on a tight timescale, when both the need and will exist.  There are strong calls now for a ‘green recovery’, and it is expected that the imminent Climate Change Plan Update will feature this concept heavily.  Indeed Scotland has already made a number of commitments for a green recovery as part of their 2020/21 Programme for Government, and the findings of the recent Green Recovery Inquiry reinforce its importance.

As the above examples show, embedding green infrastructure and nature-based solutions into the planning system is one way to help achieve Scotland’s goal of becoming net zero by 2045.  By doing so, we can create places and spaces that benefit not only ourselves, but also society and the planet.


Read some of our other blogs related to the environment:

Follow us on Twitter to find out what topic areas are interesting our research team.

Reading the city: wayfinding is about more than getting from A to B

On-street-signage-system2

Bristol: legible city. Image: Chris Bahn

Wayfinding has been variously described as:

  • spatial problem-solving
  • systems that assist people to find their way from one place to another
  • a way of helping people engage seamlessly in a built environment

An effective wayfinding system consists of signs, maps and other visual clues to help guide people to their destinations. But as well as providing directions, good wayfinding systems can also promote health and wellbeing, tourism and economic development.

Way back wayfinding

The first recorded use of the term ‘wayfinding’ was by urban planner Kevin Lynch in his 1960 book ‘The Image of a City’. But wayfinding has been around as long as people have been on the move. In the ancient world, people learned to navigate by reading signs in nature, such as the sun and ocean currents. When the Romans built thousands of miles of roads, they also created stone markers to show destinations and distances. Later, the development of the motor car required street signs and road markings. More recently, wayfinding designers have been applying their skills for pedestrians and cyclists in cities, and in places with complex navigational challenges, such as airports and hospitals.

The benefits of wayfinding

Effective wayfinding systems have environmental social and economic benefits. Signage can inform pedestrians and cyclists about the availability of safe routes, and convey information about distance. Wayfinding signs can also act as visual prompts to encourage people to walk or use more sustainable forms of transport. And wayfinding signage may persuade people to explore urban areas, visit attractions and make use of local services such as shops and cinemas.

Uncovering the legible city

Beyond their directional functions, wayfinding systems can be used for creating a sense of place and showcasing an area’s unique history. In recent years, urban planners, designers and architects have been working with communities to develop Kevin Lynch’s idea of ‘the legible city’.

Bristol led the way with a network of direction signs, on-street information panels, printed walking maps and public arts projects. The project created a consistent visual identity, countering impressions of Bristol as a collection of fragmented, undefined and unmemorable places.

Interpretation-Panel-Historic-Queen-Square

Bristol: legible city. Image: Chris Bahn

Bristol’s Legible City project is now entering a new phase, including a major upgrade of on-street map units to incorporate high-quality illuminated mapping, and the integration of communication equipment into the map units to provide visitors and residents with useful data about the city’s streets and spaces.

Journey narratives

Bristol’s pioneering approach has been adopted by other cities, including London, Glasgow, Manchester, Moscow and New York, as well as smaller cities such as Inverness. Some have used wayfinding as part of a wider strategy. Vancouver, for example, is fostering a walking culture, and so its wayfinding system is geared towards ensuring people make smart transportation choices. Meanwhile, in Moscow, a wayfinding system for the city’s metro stations is part of its efforts to create a world-class transportation system.

London’s Legible City project set out not only to provide directions, but to engage with pedestrians by using storytelling as part of the design process. The project team studied how people interact with their environment, and considered their different cultural backgrounds and the kinds of information they need for navigation. The designers also identified distinct environmental and architectural features to create a wayfinding system that was unique to London, and that created ‘journey narratives’ for different types of user, from ‘strollers’ to ‘striders’.

Selective wayfinding

While wayfinding systems are gaining ground, there are some concerns about who runs them and who they are aimed at. As writer and urban historian Leo Hollis explained to The Guardian:

“If the legible city only maps shopping malls, car parks and the police station, this seriously reduces what the city has to offer. This can make parts of the city invisible to the visitor. Someone somewhere has made an arbitrary decision that tourists don’t want to go there, or that place is too dangerous so it should be avoided.”

It’s important that communities – and particular groups within the community –are considered in the process of developing wayfinding systems. In areas with an ageing population, for example, urban planners need to bear in mind the particular needs of older people when designing wayfinding systems.

Wayfinding to Playfinding

Having made its presence felt on city streets, wayfinding has also moved into airports, hospitals, schools and shopping malls. The Dongdaemun Design Plaza in the South Korean capital of Seoul, has 37 shopping malls and 35,000 shops. The wayfinding system for this complex space involves a high level of digital and smart media, with distinctive pathways for shoppers, tourists, design professionals and leisure groups.

Some designers have found inventive solutions to help people navigate interior spaces. At Tokyo’s Narita Airport, for example, the main concourses were redesigned to mimic a running track, the lanes printed with wayfinding symbols directing passengers to departure gates. The idea, celebrating the forthcoming Olympic Games, takes wayfinding into the realm of what is known as ‘playfinding’, where information and directions converge with fun and memorable experiences.

Wayfinding into the future

Increasingly, mobile applications, digital displays and other wireless technologies are being integrated into the ‘furniture’ of wayfinding systems. In some, mobile apps use QR (quick response) codes on street signs to provide more detailed historical information.

But with so many of us now using maps on smartphones to navigate cities, some are questioning the value of physical signage systems. And as Google moves into mapping the interiors of museums and other public buildings, the shift towards technology seems irresistible.

Even so, proponents of wayfinding argue that focusing on an app can rob pedestrians of the full sensory experience of walking – the sights and sounds, colours and smells of a neighbourhood, the texture of the surfaces, and how the surroundings make them feel.

So, although navigation from one location to another has never been easier, it’s worth remembering that there’s more to wayfinding than simply finding your way.


Further blog posts on urban living include:

Smart cities aim to make urban life more efficient – but for citizens’ sake they need to slow down

Sometimes you want to take it slow. Fabrizio Verrecchia/Unsplash. , FAL

Guest post by Lakshmi Priya Rajendran, Anglia Ruskin University

All over the world, governments, institutions and businesses are combining technologies for gathering data, enhancing communications and sharing information, with urban infrastructure, to create smart cities. One of the main goals of these efforts is to make city living more efficient and productive – in other words, to speed things up.

Yet for citizens, this growing addiction to speed can be confounding. Unlike businesses or services, citizens don’t always need to be fast to be productive. Several research initiatives show that cities have to be “liveable” to foster well-being and productivity. So, quality of life in smart cities should not be associated with speed and efficiency alone.

The pace of city life is determined by many factors, such as people’s emotions or memories, the built environment, the speed of movement and by the technologies that connect people to – or detach them from – any given place. As cities around the world become increasingly “smart”, I argue that – amid the optimised encounters and experiences – there also need to be slow moments, when people can mindfully engage with and enjoy the city.

Cities provide an environment for people to move, encounter, communicate and explore spaces. Research shows how these experiences can differ, depending on the pace of the activity and the urban environment: whether fast or slow, restless or calm, spontaneous or considered.

“Slow” approaches have been introduced as an antidote to many unhealthy or superficial aspects of modern life. For example, the slow reading movement encourages readers to take time to concentrate, contemplate and immerse themselves in what they’re reading – rather than skim reading and scrolling rapidly through short texts.

Similarly, the international slow food movement started in Italy as a protest against the opening of a McDonald’s restaurant on the Spanish Steps in Rome, back in 1986. Then, in 1999, came the “cittaslow movement” (translated as “slow city”) – inspired by the slow food movement – which emphasises the importance of maintaining local character while developing an economy which can sustain communities into the future.

Orvieto, Italy – home of the cittaslow movement. Shutterstock. 
Slow cities arise from grassroots efforts to improve quality of life for citizens, by reducing pollution, traffic and crowds and promoting better social interaction within communities. They must follow a detailed set of policy guidelines, which focus on providing green space, accessible infrastructure and internet connectivity, promoting renewable energy and sustainable transport, and being welcoming and friendly to all. Slow cities can create opportunities for healthier behavioural patterns – including pausing or slowing down – which allow for more meaningful engagement in cities.

These guidelines present a clear road map for city governments, but there are also ways that local people can promote a slow city ethos in fast-paced cities throughout the world. For example, in London, artists and activists have organised slow walks to encourage the general public to meaningfully engage with urban spaces, and show them how diverse their experiences of the city can be, depending on the speed of movement.

Slow and smart

Trying to put people’s concerns at the heart of smart city policies has always been challenging, due to the lack of creative grassroots approaches, which enable citizens to participate and engage with planning. And while technology has been able to give citizens instant access to a wide range of data about a place, it is rarely used to improve their actual experience of that place.

Getting smart cities to slow down could give citizens the means to explore the urban environment at a range of different paces, each offering a distinctive experience. To do this, architects, artists and urban planners need to look beyond the ways that technology can give instant access to information, services and entertainment – whether that’s video game lounges, or recharging and navigation pods in airports and stations.

Instead, they must recognise that technology can create platforms for citizens to immerse themselves and engage meaningfully in different experiences within the urban environment. For example, technology-based installations or projections can tell stories about people and places from other times, which enrich people’s experience of the city. Artificial Intelligence and machine learning can offer new ways to understand cities, and the way people function within them, which could help give human behaviour and experience a significant place in smart city planning.

Slow and smart cities could take the best of both approaches, helping citizens to connect with the history, present and future of a place, emphasising local character and building a sense of community, while also making use of the latest technology to give people greater choice about whether they want to speed up or slow down.

This would not only enhance efficiency and productivity, but also ensure that technology actively helps to improve people’s quality of life and make cities better places to live. It may sound idealistic, but with the range of advanced technology already being developed, ensuring cities are slow as well as smart could help people live better, more meaningful lives long into the future.The Conversation


Guest post by Lakshmi Priya Rajendran, Senior Research Fellow in Future Cities, Anglia Ruskin University

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

Why not read some of our other articles on smart cities: