Limitations & Further Research

While the basic idea of the 15-Minute City is simple, in practice it is integrated into a broader set of policies and practices targeting equity, sustainability, health, and the economy. Thus, it is difficult to isolate and evaluate the 15-Minute City’s specific ideas and effects, as these will be influenced by the governance and detailed design that is undertaken. In addition, this analysis was limited by the public availability of information and the time available for document review. Going forward, the 15-Minute City and its implementing city plans would benefit from a longitudinal analysis to determine its effectiveness at improving access to daily needs and mobility justice. More information will also be available as the concept gains more popularity and best practices are developed and refined. Paris, Portland, and Melbourne are early adopters of time- and proximity-based planning, and a broader picture of the 15-Minute City’s effectiveness will develop as more cities move to address mobility justice.

6

CONCLUSION

This thesis explored the relationship between the 15-Minute City and mobility justice. Cities around the world are adopting the 15-Minute City as a planning tool (C40 Cities Climate Leadership Group, 2020) and it is important to consider what effect the implementation of the concept will have on the mobility of residents, particularly those that are less advantaged. Based on a qualitative analysis of the concept and three city plans, the 15-Minute City has the potential to improve mobility justice. The underlying theory focuses most heavily on distributive justice by guaranteeing a minimum level of access to daily needs, however its implementation in Paris, Melbourne, and Portland showed aspects of representative and procedural justice as well. By looking specifically at the three aspects of justice, mobility justice within the 15-Minute City can be improved. For distributive justice, the provision of daily needs can be supplemented by prioritizing the least-advantaged areas and populations first (Pereira et al., 2017). This will help to reduce the disparity between different levels of network capital (Sheller, 2018). For representative justice, the concept’s broad public support can be enhanced by a recognition of individual capability (Pereira et al., 2017; Sen, 1979). Ensuring the infrastructure and social initiatives are targeted to people’s needs will help to overcome the barriers to mobility. Finally, for procedural justice, including society in the decision-making process will ensure that past structures of injustice are recognized and corrected (Karner et al., 2020). This is included in related city policies, but not necessarily in the 15-Minute City’s theory.

The three-part approach to mobility justice expands the 15-Minute City beyond the distributional aspect alone. It also offers a novel approach to its critique. The issues of social justice and gentrification have been raised regarding the 15-Minute City (O’Sullivan, 2021), but previous research has focused primarily on issues of environmental sustainability and public health (C40 Cities Climate Leadership Group, 2020; Moreno et al., 2021; Pozoukidou & Chatziyiannaki, 2021; Weng et al., 2019). The operationalization of

Mobility justice will be an important step to ensuring that the 15-Minute City improves mobility for all

mobility justice through the set of questions developed in this research offers a framework for analysing the concept and future implementations of its principles.

Bringing the needs of residents into close proximity through the 15-Minute City would represent an important step towards increasing mobility and justice. As the concept gains popularity and is adopted by additional cities, framing its implementation through the lens of mobility justice will be an important step to ensuring that the 15-Minute City improves mobility for all.

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Mobility for All The Relationship Between the 15-Minute City and Mobility Justice

Masters Thesis Jonathan Hann University of Copenhagen