SOCIAL INCLUSION IN 15-MINUTE CITY URBAN POLICY: THE CASE OF MILAN

i SCUOLA DI INGEGNERIA INDUSTRIALE E DELL’INFORMAZIONE SOCIAL INCLUSION IN 15-MINUTE CITY URBAN POLICY: THE CASE OF MILAN TESI DI LAUREA MAGISTRALE IN MANAGEMENT ENGINEERINGINGEGNERIA GESTIONALE Author: ALOYSIUS JEBANSON BERDIN MANNAS RAJAN Student ID: 10756050 Advisor ENRICO BELLAZZECCA Co-Advisor GIORGIA TRASCIANI Academic year 2022-2023 ii Abstract The 15-minute city concept, which is becoming more popular in urban planning postCovid-19, aims to make cities more livable and sustainable by ensuring that all necessary services and amenities are within a 15-minute walk or bike ride from home. While this policy may have numerous advantages, like minimizing car dependency, promoting physical activity, and improving the quality of life for urban residents, there is a chance that it may inadvertently exclude some groups from using these services, especially those who are already marginalized or disadvantaged. This thesis explores the social inclusion aspect of the 15-minute city urban policy, using Milan as a case study. Also, the study aims to identify whether the 15-minute city policy widens the gap between the rich and the poor and whether it adequately addresses the needs of vulnerable populations, such as the elderly and disabled. In order to evaluate the potential advantages and disadvantages of the policy, a literature analysis was conducted first with an emphasis on its social sustainability dimension. The research continued with a case study in Milan, gathering information regarding the policy implementation mostly from documents published on the municipality's official website and neighborhood information from the municipality's geoportal website and the Milan census document. The study examines whether the characteristics of the neighborhood and the type of intervention being implemented as part of the 15-minute city policy aligns with the requirements of the residents in that neighborhood. The study also sought to determine the level of social inclusion by identifying where the problems persist and where the solutions are being implemented by comparing the neighborhoods where the policy is being implemented with vulnerable neighborhoods in Milan. The results indicate that the bottom-up approach of the policy can result in exclusionary outcomes because some neighborhoods might not be aware of or able to respond to the call for initiatives due to several barriers. In order to ensure that the policy is beneficial to the entire community, the study suggests taking into account the needs of all groups in different neighborhoods when implementing the policy. Key words: 15-minute city, Sustainable urban policy, social inclusion. iii Abstract in lingua italiana Il concetto di città dei 15 minuti, che sta diventando sempre più popolare nella pianificazione urbana post-Covid-19, mira a rendere le città più vivibili e sostenibili assicurando che tutti i servizi e le attrezzature necessarie siano raggiungibili a piedi o in bicicletta entro 15 minuti da casa. Sebbene questa politica possa avere numerosi vantaggi, come la riduzione della dipendenza dall'auto, la promozione dell'attività fisica e il miglioramento della qualità della vita dei residenti urbani, esiste il rischio che possa escludere involontariamente alcuni gruppi dall'utilizzo di questi servizi, specialmente coloro che sono già emarginati o svantaggiati. Questa tesi esplora l'aspetto dell'inclusione sociale della politica urbana delle città dei 15 minuti, utilizzando Milano come caso di studio. Lo studio mira anche a identificare se la politica delle città dei 15 minuti allarga il divario tra ricchi e poveri e se affronta adeguatamente le esigenze delle popolazioni vulnerabili, come gli anziani e i disabili. Per valutare i potenziali vantaggi e svantaggi della politica, è stata condotta un'analisi della letteratura, con un'attenzione particolare alla sua dimensione di sostenibilità sociale. La ricerca è proseguita con uno studio di caso a Milano, raccogliendo informazioni sulla implementazione della politica principalmente da documenti pubblicati sul sito web ufficiale del comune e informazioni sul quartiere dal geoportale e dal censimento di Milano. Lo studio esamina se le caratteristiche del quartiere e il tipo di intervento che viene implementato come parte della politica delle città dei 15 minuti corrispondono alle esigenze dei residenti in quel quartiere. Lo studio ha anche cercato di determinare il livello di inclusione sociale identificando dove persistono i problemi e dove vengono implementate le soluzioni, confrontando i quartieri in cui viene implementata la politica con i quartieri vulnerabili di Milano. I risultati indicano che l'approccio dal basso della politica può portare a esiti di esclusione perché alcuni quartieri potrebbero non essere a conoscenza o in grado di rispondere alla chiamata per le iniziative a causa di diversi ostacoli. Per garantire che la politica sia benefica per l'intera comunità, lo studio suggerisce di tenere conto delle esigenze di tutti i gruppi nei diversi quartieri durante l'implementazione della politica. Parole chiave: città dei 15 minuti, politica urbana sostenibile, inclusione sociale. 1 Contents Abstract .................................................................................................................................... ii Abstract in lingua italiana ...................................................................................................iii Introduction .............................................................................................................................5 Structure of the thesis .........................................................................................................7 1 15-minute city urban policy ...........................................................................................1 1.1 The 15-minute city framework ..............................................................................4 2 Literature review ..............................................................................................................9 2.1 Positive impacts of the 15-minute city concept: social, health, environmental, and economic .....................................................................................................................10 2.1.1 Social impact ......................................................................................................... 10 2.1.2 Cohesion and social capital benefits ................................................................. 11 2.1.3 Environmental benefits ....................................................................................... 11 2.1.4 Public health-related benefits ............................................................................. 12 2.1.5 Economic benefits ................................................................................................ 12 2.2 Walkability as a sustainable urban public policy and its relation to housing affordability: ......................................................................................................................14 2.3 Social Cohesion and Social Capital in 15-minute cities: ................................17 2.4 Beneficiaries of the 15-minute city policy: ........................................................19 2.5 Current exclusion in urban accessibility for the elderly and disabled and immigrants: .........................................................................................................................21 2.5.1 Green space accessibility ..................................................................................... 21 2.5.2 Segregation ............................................................................................................ 22 2.5.3 Social Capital and Refugee/Immigrant integration: ....................................... 24 2.6 Existing methods to evaluate the accessibility: ................................................25 2.7 list of the cities implementing the 15-minute city and similar policy: ........28 2.7.1 Similar strategies: ................................................................................................. 36 2 2.8 Impact evaluation of similar strategies ..............................................................37 3 Research questions: .......................................................................................................47 4 Methodology...................................................................................................................52 4.1 Analysis of characteristics of neighborhoods where the interventions are implemented: .....................................................................................................................53 4.2 Selection of Vulnerable neighborhoods: ...........................................................64 4.3 Mapping and comparisons: ..................................................................................66 5 15-minute city policy in Milan ....................................................................................68 5.1 Strategies, actions, and projects in Milan’s 2020 adaptation strategy: .........69 5.2 Mi15: A new call for social impact investments: ..............................................71 5.3 Interventions in Milan ..........................................................................................71 5.3.1 Other selected projects: ....................................................................................... 72 6 Results and Findings .....................................................................................................74 6.1 Interventions in Milan ..........................................................................................74 6.1.1 Interventions focusing on all residents: ............................................................ 74 6.1.2 Interventions focusing on teenagers. ................................................................ 80 6.1.3 Interventions focusing on children: ................................................................... 81 6.1.4 Interventions focusing on Vulnerable populations: ....................................... 83 6.1.5 Interventions focusing on young people. ......................................................... 85 6.1.6 Other Interventions .............................................................................................. 87 6.2 Vulnerable neighborhoods: .................................................................................89 6.3 Mapping of Vulnerable neighborhoods and interventions: .........................90 6.4 Characteristics of the neighborhood vs type of intervention: .......................92 6.5 Vulnerable neighborhoods with no interventions: .........................................93 7 Conclusion ......................................................................................................................99 7.1 Limitations .............................................................................................................100 8 References .....................................................................................................................102 9 Appendix .......................................................................................................................112 3 List of Tables: Table 1: Impacts of the street redesign in line with the 15-minute city concept (EIT Urban Mobility Next 9, 2022) ................................................................................................... 14 Table 2: Comparison of the responses (Rogers et al.,2014) .................................................. 18 Table 3 list of the cities implementing the 15-minute city and similar policy: ................. 36 Table 4: Distribution of interventions focused on different stakeholders. ........................ 89 Table 5: Number of interventions in vulnerable neighborhoods ........................................ 95 Table 6: Demographics and other data of neighborhoods where the project is being implemented ............................................................................................................................. 112 Table 7: List of all interventions that are part of the 15-minute city policy and their aim and locations. ............................................................................................................................ 115 4 List of Figures: Figure 1: The 15-minute city illustration (Moreno, et. al., 2021) ........................................... 3 Figure 2: Moreno’s 15-minute city framework’s prescriptive elements (Moreno et. Al., 2021) ............................................................................................................................................... 5 Figure 3: Estimated External Costs of Automobile Travel and Walking (Litman 2009) ....................................................................................................................................................... 13 Figure 4. Proposed network-based framework for evaluating 15-minute city (Zhang et al., 2022) ....................................................................................................................................... 27 Figure 5. Conceptual framework of the effect of superblocks on health and its determinants (Salut als Carrers, 2021) .................................................................................... 39 Figure 6: Locations of unhealthy production activities ........................................................ 57 Figure 7: Locations of school .................................................................................................... 58 Figure 8: Location of childcare services .................................................................................. 60 Figure 9: Location of libraries ................................................................................................... 60 Figure 10: Location of services for foreigners ........................................................................ 61 Figure 11: location of pharmacies ............................................................................................ 62 Figure 12: Location of shops with delivery options .............................................................. 63 Figure 13: Map-Via Martiri Oscuri - A cycle lane Contraflow, delimitated by a bollard.75 Figure 14: Map-Isola district, Via Toce ................................................................................... 75 Figure 15: Map-Porta Venezia-Lazzaretto district. ............................................................... 76 Figure 16: Map-Isola district, Via Minniti. ............................................................................. 76 Figure 17: MapVia Rovereto .................................................................................................. 77 Figure 18: Piazze Aperte program ........................................................................................... 78 Figure 19: Locations of open squares project ......................................................................... 79 Figure 20: Mapping of vulnerable neighborhoods and interventions ............................... 92 5 Introduction According to the world bank, cities are home to more than half of the world's population - 56%, or 4.4 billion people. This tendency is predicted to continue, by 2050, approximately 7 out of 10 people worldwide are expected to live in cities (World Bank, 2018). The rapid and massive size of urbanization raises challenges such as affordable housing, pollution, efficient infrastructure and transportation systems, basic and public services, poverty, employment availability, and social equality. In order to address these challenges and combat climate change and manage the expected exponential urbanization around the globe, Sustainable urban development has become a major theme in urban planning for the last two decades. World organizations make tremendous efforts to create targets and agendas for the coming decades, such as the UN-Habitat New Urban Agenda 2030 in the global context and the European Green Deal 2050 in the European context, etc. When the COVID-19 Pandemic hit the globe in the early months of 2020, it brought the cities to a complete halt for several months. It forced everyone to fundamentally reevaluate their way of life as a result of the Pandemic. Carlos Moreno came up with a possible solution: the so-called “15-minute city”. His concept is based on the idea that everyone’s needs can be met during a 15-minute trip that includes walking and cycling. The 15-minute city concept acquired considerable recognition after C40 cities, an international group of mayors from major cities, began to promote it as an "alternative paradigm of urban development" (Global mayors COVID-19 recovery task force, 2020). The concept has received media attention and support from mayors of several cities. A number of cities, including Milan, Paris, New York, Singapore, and others, have declared that they will adopt the concept as a key plan of action for their post-pandemic recovery. The main objective of implementing this policy in various cities is to decrease car usage and, consequently, CO2 emissions. Many cities around the world have started implementing initiatives as part of this policy, measures such as constructing cycle lanes and enforcing speed limits have been put into place in numerous cities. These efforts primarily focus on reducing CO2 emissions and improving air quality, giving more attention to the environmental aspect of sustainability. However, it is important to note that the social side of sustainability is often overlooked. Several experts concerns that the 6 15-minute city policy may lead to other problems, such as rising housing costs and segregation (Glaeser, 2021., Zivarts, 2021) express. Since the 15-minute city policy is a decentralized urban planning concept in which each local neighborhood comprises all the fundamental social functions for living and working, it is crucial to ensure that all neighborhoods receive high-quality amenities to prevent gentrification. According to Manchester University sociology professor Elisa Pieri, if 15-minute cities do not reach this equilibrium, impoverished neighborhoods may have fewer resources, such as fewer and lower-quality teachers and medical professionals. The result could enhance discrimination, injustice, and territorial stigma. During the pandemic, Cities have realized the value of having quick access to urban services and how much our neighborhoods lack urban amenities at a local level. Many cities are implementing the 15-minute city or other similar techniques as a strategy to recover from the pandemic, build back the cities better, and make them resilient. The 15minute city strategy provides a mechanism to build on successful reforms to strengthen local economies and provide long-lasting benefits for equity, health, and the environment. Therefore, there is a necessity to rethink the design of our cities with a focus on neighborhoods and seriously consider the strategies and guidelines provided in the vision for the “15-minute” city. This thesis focuses on the social inclusion aspect of the 15-minute city urban policy in Milan. To ensure that the 15-minute city policy is sustainable, it is crucial to consider the social inclusion aspect of this policy. Failing to do so can result in the exclusion of vulnerable populations, such as low-income households, elderly people, and those with disabilities. This exclusion can also lead to increased social segregation, as wealthier residents will live in areas with better access to amenities and services, while marginalized communities are left behind. Furthermore, this can also limit economic opportunities for disadvantaged populations, as they may not have access to job opportunities or participate fully in the local economy. Hence, it is imperative to prioritize social inclusion in the implementation of the 15-minute city policy to ensure that all members of the community have equal access to the benefits of the policy. Therefore, the objective of the thesis is to focus on the level of social inclusion of the policy by examining whether it has widened the gap between the rich and the poor and whether it has taken into account the needs of vulnerable populations such as the elderly and disabled. Also, through a case study of Milan, the research examines the social inclusion 6 the ideal population that a particular location can support without straining the ability of the city to provide services and consume resources. The creation of ultrahigh-rise buildings and offices was the focus of earlier planning models, but this led to problems such as increased resource overconsumption and an overreliance on fossil fuel energy to power buildings, which ultimately resulted in an increase in the number of automobiles motivated by centralized planning ideologies. So, the emphasis in the 15-minute city concept is on the ideal density that, in the end, enables sustainability goals to be attained on the economic, social, and environmental frontiers (Moreno et. Al., 2021). (Salingaros, 2006) emphasizes that with the right density, it is possible to efficiently manage the space that is available so that residents may access all of their needs without having to use timeand energy-consuming cars. Additionally, he asserted that an ideal density enables the development of regional solutions for issues like energy production, food supply, and multiple uses of available space, where, for instance, school playgrounds may double as parks. The benefits of density were further recognized by the author (Moreno, et al.,2021) as follows: -Density must also provide for the spatial and social equity of various neighborhoods, groups, and economic and social backgrounds. Via an equitable service allocation, it will specifically favor the underprivileged. -Density will enable cities to deliver services at a lower cost, generating great value for governments and investors. As a result, density, when combined with closeness, diversity, and digitalization, is a major factor in social sustainability. 2. Proximity: Proximity is said to be both spatial and temporal. In other words, people of a specific community can easily get basic services inside the 15-minute quickly accessible radial nodes. This aspect is crucial for helping cities reduce the amount of time lost in commuting as well as the negative effects such activity has on the economy and the environment. This aids in identifying social factors affecting city dwellers, particularly in an effort to foster social contact (Jacobs, J. 2020). According to Moreno (2021), this aspect is crucial since it enables residents to move quickly between their homes, places of employment, commercial districts, educational institutions, healthcare facilities, and other basic institutions. Finally, 7 because of the planning model's support for multimodal usage of fundamental infrastructure, citizens can benefit from enhanced service delivery in both commercial and public organizations. (Moreno, 2021) also cites Paris as an example, where Mayor Hidalgo has welcomed this novel idea, and it has been customary to convert school playgrounds into public parks that are open to the public after school. With this and other instances, it becomes clear why it is crucial to pursue the proximity dimension since it enables local inhabitants to make the most of their public spaces, green areas, and other public infrastructures. Also, it enables people to get the most out of their existing resources, such as their cultural history, for social, economic, and environmental advantages. This concept is crucial because it enables the visualization of a city from a different angle, one that is better suited to the human scale and flexible to the needs of its inhabitants. It is further asserted that the notion of proximity used in this context is an improvement on that found in the theories of chrono-urbanism, chronotropy, and topophilia, which couple the geographical and temporal dimensions. 3. Diversity: Diversity has two aspects in the context of the aforementioned framework and the development of the 15-Minute City concept: (i) the requirement for mixed-use neighborhoods, which are essential in supplying a wholesome mixture of residential, commercial, and entertainment components; and (ii) diversity in people and culture (Moreno et al., 2021). Having mixed-use communities is crucial in preserving economically dynamic urban fabrics, assuring sufficient housing for all urban people, fostering inclusivity, and supporting sustainable practices. In the pursuit of a 15-Minute City model, the adoption of mixed-use communities is vital in ensuring that an optimal density and proximity of essential amenities are reached, while also providing for the development of walking streets and bicycle lanes. With this strategy, residents are guaranteed access to basic necessities close to where they live, which eliminates the need for them to travel. This aspect would help to ensure that the sacredness of already existing public spaces is maintained and safeguarded as well as, whenever possible, that possibilities to create new public spaces are appreciated, as was suggested by (Whyte W.H et al., 2009) 8 A city's multiculturalism has positive effects on its economy since residents will enjoy a wide range of goods including cultural items and local history. This would also create a more appealing urban environment for tourists, supporting tourism and other associated industries that are crucial for generating new business and boosting economic vitality, which in turn creates more employment prospects (Moreno et al.,2021). This dimension needs to be used throughout a city at various scales in order to maximize those advantages. Not just on an urban size within a 15-minute radius, but also on smaller scales, including at the building level. 4. DigitalizationThis dimension is crucial to the modified 15-Minute City concept, particularly in ensuring that the three other dimensions are actually realized. It might be argued that the 15-Minute City concept was somewhat inspired by the Smart City concept because this dimension, in particular, strongly correlates with it. For instance, exactly like in Moreno's suggested model, the Smart City concept encourages elements like diversity, resident participation, and real-time service delivery across a variety of platforms, including digital. More service availabilities in 15-minute cities would lessen the need for commuting because some services, such as online shopping and cashless transactions, may be provided from the convenience of homes or offices. They could be combined with blockchain-based smart contracts to reduce security issues, particularly with reference to virtual payments. Digitalization has made it feasible for people to connect online and work from home, especially during this time of the COVID-19 pandemic. This has also helped to reduce social contact and the necessity for travel from homes to offices and other work locations (Moreno et al., 2021) Deploying digital solutions would also significantly contribute to meeting or even exceeding the goals of the 15-minute city, especially in terms of ensuring that cities are more resilient to issues like climate change through lowering emissions, connected to a decrease in automobile use (Chel et al., 2020). Through innovations like iBike, which enable people to share bikes in cities and encourage them to reduce the use of personal cars, digitalization is also increasingly effective at creating jobs. Since digitalization has been viewed as a transversal element that cuts across fields, it is anticipated that it will also be crucial to the successful implementation of the other three dimensions. All of those are anticipated to benefit greatly from its arrival. 9 2 Literature review This chapter discusses the theoretical outlines that describe the current state of literature. The literature review chapter of this thesis is structured around various subheadings that examine the development of the policy, and its potential positive and negative impacts it produces in an urban context. The first section focuses on the social, health, environmental, and economical benefits of this policy. The analysis of multi-dimensional perspectives of urban policy allows for a comprehensive understanding of the impacts and potential trade-offs of the policy. In a report by the Organization for Economic Cooperation and Development (OECD, 2016), it was emphasized that policies must be evaluated with a holistic approach that takes into account their potential social, economic, and environmental impacts. This approach is important for ensuring that policies contribute to sustainable development goals. The second section analyzes the benefits of walkability and its relationship to affordability of housing and the following section analyzes the social cohesion and social capital in walkable neighborhoods. The purpose of this analysis is to investigate the potential advantages and disadvantages of neighborhoods that are walkable. In particular, the relationship between walkability and social capital given that it encourages social interaction and a sense of belonging, as well as the relationship between walkability and housing affordability to determine whether walkability will raise housing prices and lead to gentrification. The fourth section analyzes the potential beneficiaries of the 15-minute city policy. A beneficiary analysis can help identify the groups of residents who are likely to be impacted by the policy, and how they may benefit or be disadvantaged by the policy. This analysis can help evaluate the policy's effectiveness and identify potential challenges and trade-offs. The fifth section explores the current exclusion of vulnerable people in the urban context. The goal of this analysis is to comprehend the current urban exclusionary elements that vulnerable people face in an urban context and to determine whether the 15-minute city policy can address this issue. Furthermore, in the following section, an analysis was conducted on existing methods to evaluate the accessibility of the nearby services to neighborhood residents. This is to gain an understanding of how the accessibility index is calculated across various cities. It has 10 been observed that many methods tend to focus on average speed, which can be problematic because they do not account for the specific needs and limitations of certain population groups, such as the elderly and disabled. As a result, it is possible that these groups may not be able to access services within the same time frame as others, leading to disparities in access and potentially impacting their quality of life. The seventh section provides a list of cities that have already implemented and are implementing similar strategies. This is to gain valuable insights on how different cities are approaching the policy and the various strategies they use to implement it. The final section evaluates the impact of similar strategies implemented in ither cities through impact evaluation reports. examining the experiences of other cities that have implemented similar policies, we can learn from their successes and challenges and better understand the potential outcomes of this policy. The ultimate goal is to identify any gaps in the literature that may exist and, consequently, to determine how this thesis fits into the larger existing context. 2.1 Positive impacts of the 15-minute city concept: social, health, environmental, and economic Below are the diverse impacts of the 15-minute city policy in terms of social, health, environment and economy. This information is taken from various research papers and are listed below. 2.1.1 Social impact Since the 15-minute city is a "people-centered model," social impact is one of the most crucial factors. Urban regeneration enhances neighborhood walkability and cyclability enhances social cohesiveness and a sense of place placemaking, where neighbors get to know one another, feeling like they are a part of the community and engaged with it. By using natural surveillance, mixed users, and activities that keep public areas active, crime is decreased, and the feeling of security is improved (Allam et al., 2022). The "15-minute city" concept aims to reclaim time lost to traffic jams and commutes so that it can be used for family time, socializing with friends, leisure time, and other activities that enhance wellness (Moreno et al., 2021). 11 2.1.2 Cohesion and social capital benefits A number of positive benefits, including better health, more social capital, and less social fragmentation, are brought about by increasing walkability through higher-quality public areas. Through enhanced transportation and accessibility, the design of public places significantly influences how easily people with decreased mobility can integrate into society (Dannenberg, et al. 2003). According to a study that examined children's behavior and social capital in the United States, kids in low-social-capital neighborhoods were 33 percent less likely to be active (meaning three or more days of physical activity the previous week) and 66 percent more likely to be inactive (meaning zero days of physical activity the previous week) (Kaczynski and Glover 2012). Less urban fragmentation and aesthetic degradation can be achieved through citizen-focused design. Lowand middle-income groups have a lower likelihood of owning a vehicle from a socioeconomic perspective. As a result, expanding public transportation reduces socioeconomic disparity (Speck 2012). According to another study (Leyden, K.M. 2003), Residents of highly "walkable," mixed-use neighborhoods "exhibited at least 80% stronger levels of four markers of social capital (knowing neighbors, sociability, trust, and political participation) than those in car-dependent neighborhoods," 2.1.3 Environmental benefits There are numerous environmental advantages to encouraging the growth of pedestrian-friendly public spaces in cities. By choosing to walk or bike instead of driving a car, one can cut down greenhouse gas emissions like carbon dioxide (CO2) and other air pollutants in densely populated areas. In the long term, this can lessen the severity of climate change. Less atmospheric CO2 results in better overall air quality and a more pleasant landscape, along with having an impact on respiratory diseases (air pollution alone causes over three million deaths per year). According to the Intergovernmental Panel on Climate Change (IPCC), resource-efficient communities with co-located housing, jobs, mixed land use, and easy access to public transit can reduce urban emissions by about 25%. 12 2.1.4 Public health-related benefits Promoting walkability is an efficient approach to increasing life expectancy, lowering the incidence of diseases linked to sedentary lifestyles, and enhancing the quality of life. Moreover, Physical and mental health is enhanced by active transportation methods like cycling and walking (Cook et al.,2022). Exercise has been shown to significantly improve people's health and prevent chronic illnesses like diabetes, obesity, cardiovascular disease, and respiratory disease. Sedentary behavior has been identified by the WHO as the fourth most important risk factor for mortality, accounting for almost 3,2 million deaths worldwide (World Health Organization, 2015). Urban areas that are accessible, well-connected, and barrier-free increase the mobility freedom of older people, children, persons with disabilities, and their carers, enhancing their well-being and sense of inclusion. In addition, welcoming walking and cycling environments increase road safety, and lower injury, fall, and traffic accident rates. Environmental variables like air pollution, noise pollution, and harsh weather also have an impact on health. The biggest environmental health risk in Europe is air pollution, which accounts for the majority of fuel oil and vehicle emissions and results in over 400.000 premature deaths annually. In contrast, noise pollution from traffic accounts for about 8.900 of these deaths (European Environmental Agency, 2018). 2.1.5 Economic benefits Cities with more walkable neighborhoods draw greater investment and can also aid families in cutting costs associated with motorized car use. Additionally, lowering morbidity and mortality has a favorable economic impact because illnesses can have negative economic consequences. The revitalization of commercial districts is another economic gain of increasing walkability (streets with a large number of businesses). Evidence shows that shops inside pedestrian areas or with traffic-mitigating schemes are more successful than those outside of them. Additionally, the usage of vehicles results in a variety of public costs for infrastructure including roads and parking lots, traffic jams, crash risks, and environmental harm (Murphy and Delucchi 1998; Litman 2010). These external expenditures are decreased when travel is switched from motorized to nonpowered modes. The graph (Figure 3) contrasts the expected external costs of driving a 13 car versus walking. Moving from driving to walking can save you on average 25¢per vehicle mile, and 50¢per vehicle mile during urban peak hours. Figure 3: Estimated External Costs of Automobile Travel and Walking (Litman 2009) To better understand the impact of the 15-minute city concept, a comprehensive table that summarizes the potential impact of 15-minute city policy is given below (Table 1). The table provides insights into how the 15-minute city policy can affect the economy, social cohesion, health, and the environment. By examining these different dimensions, we can gain a more holistic understanding of the benefits that the 15 minute city concept can bring to urban communities. From the table, we can see that there is enormous potential for the 15-minute city policy to generate positive impacts across multiple areas. For example, by creating safe, walkable streets that prioritize pedestrians and cyclists over cars, we can not only reduce air pollution and greenhouse gas emissions but also promote physical activity and improve public health. Similarly, by designing streets that are conducive to social interaction and community engagement, we can foster a sense of belonging and increase social cohesion, which in turn can lead to greater economic prosperity and overall wellbeing. 14 Table 1: Impacts of the street redesign in line with the 15-minute city concept (EIT Urban Mobility Next 9, 2022) 2.2 Walkability as a sustainable urban public policy and its relation to housing affordability: Many cities have embraced the concept of walkability as a means of achieving sustainable cities and have put in place a variety of infrastructures to support it. A number of positive 15 benefits, including greater health, more social capital, and less social fragmentation, are brought about by increasing walkability through higher-quality public areas (Saez, 2015). Residents of more-walkable neighborhoods, generally defined as those with mixed land uses (particularly residential and commercial), moderate to high densities, wellconnected street networks, access to transit, and pedestrian infrastructures, such as sidewalks and street trees, have been shown to have lower rates of obesity and other medical conditions (Frank & Engelke, 2005), as well as more social connections and enhanced social capital (Leyden, 2003). A decrease in automotive dependence is expected to have environmental benefits as well, with fewer vehicle miles traveled (VMT) resulting in reduced carbon emissions and air pollution (Frank, et al., 2006). There is growing concern that lower-income and disadvantaged groups are routinely being excluded from walkable areas given the many advantages of walkability and the rising demand for urban spaces and lifestyles in American cities (Brueckner, 2009; Myers, 2016). Potential gentrification-related displacement of these populations may be contributing to a significant spatial inequality where people who would benefit most from walkable and transit-oriented areas may find it increasingly difficult to afford them (Riggs, 2014). Since academics and practitioners are becoming increasingly concerned that the growing popularity and demand for walkable urban areas would drive poor people out of city centers by driving up housing costs in amenity-rich neighborhoods. And because there is uncertainty about whether walkable urban neighborhoods have less affordable housing or if this would result in gentrification, numerous case studies that focus on the same problem were examined in order to evaluate the relationship between neighborhood walkability and housing affordability. A comparative study was conducted (Bereitschaft, 2019) in three American cities— Charlotte, NC, Pittsburgh, PA, and Portland, In order to determine whether walkable urban neighborhoods have high housing prices from the perspective of both neighborhood residents and households within the surrounding metropolitan area that wants to move to that particular neighborhood. At the metropolitan level, those 3 cities have a combined population of almost 2 million people. In that study, affordability for both homeowners and renters is taken into account using the complete housing 22 accessibility and quality of urban parks in Warsaw as described by those who have mobility issues (seniors, blind, and partially sighted people) through in-depth interviews (IDI) and "walk-and-talk" interviews. Four essential characteristics of a place— accessibility and connections, comfort and image, uses and activities, and sociability— were taken into account. The study results indicate a problem of accessibility of urban parks for people with mobility difficulties. To put it in detail, it was discovered during the survey that the majority of participants had some issues and paid close attention to the unfriendly infrastructure surrounding the parks. For example, blind people reported having the most trouble getting to the park. It was challenging because there were no tactile surfaces directing people to any gates in the park, no signs indicating that the gates were closed, and simply a considerably narrower wicket gate providing access to the entry. Moreover, it is also reported that there aren't enough park entrances or that they aren't big enough, or that the transit links aren't good enough. To sum it up, In the 21st century, people with a disability still face problems when trying to access public spaces (Wojnowska-Heciak, M et al., 2022). The quality of the park is influenced by more than just the physical features; social factors are also significant. Encouragement of those with mobility difficulties to visit parks and the planning of more social events should improve social interaction. Anyone with mobility issues should not be prevented from going outside to breathe in the fresh air, and boost self-esteem. 2.5.2 Segregation It is a well-established fact that immigrants are not equally distributed within OECD countries and tend to be concentrated in certain areas, especially within large cities (OECD, 2016). The neighborhood where immigrants live affects their chances of making contacts, learning the language, and getting access to things like housing, schools, potential employers, and other resources. While the neighborhood can offer new chances it can also limit integration outcomes. This concerns the situation of their future integration prospects and those of their descendants (International Migration Outlook, 2021). Residential segregation's effects on social integration and social cohesion, in general, have come under investigation because they are frequently linked to fewer interactions with host-country culture and customs. In fact, it is often believed that having a high concentration of immigrants will hinder integration (International Migration 23 Outlook, 2021). According to a 2017 survey, more than half of EU citizens believe that the lack of interactions between immigrants and the native-born is a "significant obstacle" to integration. this could have detrimental externalities on the host society as a whole (European Commission, 2018). These risks may be exacerbated when immigrants are concentrated in locations with inadequate infrastructure, limited access to public services and markets, subpar housing, and generally poorer amenities—which is quite prevalent throughout OECD countries (International Migration Outlook, 2021). This viewpoint on the residential segregation of immigrants primarily assumes that immigrants' first location choices are limited. This may occur due to financial constraints that prevent immigrants from living somewhere else, or discrimination in the housing market. Additionally, there are connections between the residential segregation of immigrants and more general patterns of socioeconomic residential segregation. Population with socioeconomic disadvantage will typically live in neighborhoods with more affordable housing or a higher share of social housing (International Migration Outlook, 2021). A study examined the concept of the “neighborhood unit”, its origins, and its influence to demonstrate the shaping mechanisms of racial segregation. The study made it evident that Perry and the prominent group of planners who adopted the concept believed it would improve the livability, vibrancy, and social cohesion of urban regions. However, their notion of a ‘neighborhood unit’ concept also promoted racial segregation in both residential areas and schools (Erickson, Highsmith, 2018) Since the "neighborhood unit" concept and the "15-minute city" have many similarities and from the spatial planning perspective there are no differences between both concepts, it is unclear whether this idea will encourage segregation in metropolitan areas. Moreover, several criticisms like by creating the city of the quarter, the city is building new walls and sinking into selfishness," writes Delaleu in the online magazine Chroniques d'architecture. He also claims that Hidalgo's vision excludes those who work as night watchmen, housekeepers, or construction workers who work in the prosperous center city but live in the poorer suburbs. However, no research has been done in cities where the 15-minute city policy is already in place to determine whether the 15-minute city policy truly increases or decreases segregation. There is therefore no proof that the 15-minute city will either discourage or promote segregation. 24 2.5.3 Social Capital and Refugee/Immigrant integration: According to Robert Putnam (Putnam, 2020), social capital refers to the relationship between members of a community. The OECD describes social capital as “networks together with shared norms, values, and understandings that facilitate cooperation within or among groups” and as a real-world network between individuals (OECD, 2007). Social capital in a neighborhood positively affects the relationships between neighbors, coworkers, and friends in daily life. Neighborhoods with high social capital benefit society by fostering micro-level outcomes, such as better family well-being and community strength, and macro-level benefits, such as successful economies and vibrant society. (Stone, W. and Hughes, J. 2002). In addition to the aforementioned advantages of social capital in a neighborhood context, social capital can also aid in the integration of refugees and immigrants. Another study (Ziller et al., 2022) examines how perceived social cohesion in a neighborhood influences the immigrant’s identity and their sense of belonging to the host community. The study conducted an interview that was carried out face-to-face in the first wave, and in the second wave, interviews took place either in a face-to-face setting or via a web survey. In total, 5312 responders were counted, distributed among 260 neighborhoods. Social cohesion is measured using the degree to which the following behaviors occur in respondents' neighborhoods—(i) people greet each other, (ii) people can be trusted, (iii) people get along well, (iv) people know each other, (v) people like to help each other, and (vi) people would speak up if youth were to cause trouble. All statements were evaluated on a scale with four response categories, higher numbers denote higher levels of perceived neighborhood social cohesion. The findings of the study demonstrate a positive and statistically significant relationship between perceived neighborhood cohesion and immigrants' national identification. Therefore, the 15-minute city urban policy will aid in the integration of immigrants into local communities. However, no studies have been conducted in the neighborhoods where the 15-minute city policy is being implemented to determine how well immigrants have assimilated into the local communities. Furthermore, the goal of the 15-minute city, as stated in the literature, is to improve neighborhood variety by fostering communities 25 that reflect a wide range of cultures, ethnicities, and socioeconomic and social classes. However, it is unclear how or how these goals will be achieved. 2.6 Existing methods to evaluate the accessibility: There are existing methodologies in the literature to evaluate the pedestrian accessibility of all the resident social groups to neighborhood services. For example, a study proposed an analytical model designed and developed utilizing a GIS-based model integrated with a Territorial Information System (TIS), which addresses the 15-minute city theme and evaluates the accessibility of neighborhood services for all resident social groups. The GIS-based model has been implemented by improving and integrating a Territorial Information System (TIS) previously adopted to assess pedestrian accessibility to neighborhood services (Caselli, B et al., 2018; Rossetti et al., 2020). The original TIS, which is managed with the ArcGIS software, is based on a vector data structure and includes a number of layers, including pedestrian paths, public amenities (such as schools and green spaces), traffic areas, buildings, and house numbers, all of which were implemented using open data and on-site inspections (Casellia et al.,2022). By using the population data obtained from the municipality a detailed spatial distribution map of the population can be defined to describe exactly how inhabitants are distributed within the neighborhood through a georeferencing process. And then, isochrone maps can be created by processing data to identify the catchment regions of selected collective facilities using the Service Area analysis tool in ArcGIS Network Analyst (Casellia et al.,2022). From the final output, we may determine the proportion of neighborhood residents who can access the nearby services in less than 10 or 15 minutes. Although, this methodology will be useful to assess pedestrian accessibility at the neighborhood level, this model didn't specifically take into account the speed of the vulnerable groups such as elderly and disabled, instead taking into account inhabitants' general access to surrounding amenities. This highlights the importance of using more nuanced and inclusive methods of accessibility assessment that take into account the needs of all population groups. This can help to ensure that services are accessible to everyone, regardless of age or ability, and can contribute to more equitable and sustainable communities. 26 Another study proposes a methodological framework based on network science techniques for evaluating 15-minute cities. network science methodologies have been widely used for examining human movement patterns, defining urban structures, and analyzing spatial interaction patterns (Batty, 2012). The case study was carried out in the central city of Nanjing, the capital city of Jiangsu province, China. Data required for this method is Mobile phone signaling data which is used to estimate the working and employment population as well as obtain the actual mobility network (i.e., the origin-destination (OD) network between home and non-work activity locations) (Zhang et al., 2022) The data were provided by China Unicom, one of the largest telecommunication operators in China. A location is considered to be an activity point if a person spends more than 30 minutes there. Each person's residence and place of employment are identified in accordance with the following rules: If a person spends more time in an activity point between the hours of 9 pm and 8 am in a given month, the area will be regarded as their residence. Subsequently, the location will be considered as their place of employment if they spend the majority of their time in the activity point between the hours of 9 am and 5 pm within the same month. The population of each grid cell that lives there and works there is then determined using the locations of those places. The availability of nearby urban facilities is assessed using point of interest (POI) data. The data are collected using the API of Gaode Maps one of the largest Chinese web map service providers. the network-based evaluation framework consists of three parts. First, a maximum flow algorithm is used to estimate the optimal mobility network based on the spatial distribution of urban facilities and population. Second, data from mobile phone signaling is used to determine the actual OD network. Third, the differences between the actual and optimal OD networks are measured in order to get insight into the extent to which human mobility patterns, as a reflection on the usage patterns of urban amenities, match or do not match the schemes of urban planning and construction. 27 Figure 4. Proposed network-based framework for evaluating 15minute city (Zhang et al., 2022) This method is used to identify the Locations where the provision of urban amenities does not match local needs based on the comparison between optimal mobility patterns and their actual counterparts. then, it looks at the built environment, demographic, and network structure elements that affect the observed mismatch problems. These results suggest that the mismatch between supply and demand is more likely to happen in population-dense areas, as these areas are mostly associated with high density and diversity of built environment factors (Zhang et al., 2022). Despite the abundant urban amenities in the district, some of the amenities, such as businesses for luxury shopping or high-end catering, may not accommodate local residents’ daily needs. Residents may instead go to amenities that are not nearby for proper service. As a result, a mismatch between supply and demand is observed. Currently, the planning of a 15-minute city primarily builds upon a static view of allocating urban amenities based on population size (Da Silva et al., 2020). The case study, however, suggests that this static view could be problematic as the actual situation could be considerably different from the planning scheme. Identifying spatial mismatch issues that hinder the achievement of a 15-minute city and their ascribe factors will be critical for developing proper intervention strategies (Zhang et al., 2022). 28 2.7 list of the cities implementing the 15-minute city and similar policy: The Mayor's Agenda for a Green and Just Recovery mentioned various cities and highlighted the projects they initiated as the first steps toward putting the 15-minute city plan into action. In addition, it was reported in a number of articles and newspapers that some cities have already begun to implement the 15-minute city policy while other cities have plans to do so. The cities on the list were listed below, along with the initiatives they initiated. • Milan - Milan has committed to using the "15-minute city" as a framework for recovery in response to COVID-19. To avoid a spike in car usage, the city wants to ensure that all people can access important services on foot. They built 35 kilometers of new cycle lanes around the city as part of the initiative, and there have been numerous discussions to jointly devise strategies to promote teleworking. Moreover, the city also is upgrading streetscapes through its open squares and road programs, sustainable urban mobility strategy, and introduction of a 30 km/h city speed limit (down from 50 km/h) on 60% of the road network. Additionally, several initiatives have been put into practice in a number of neighborhoods as part of the 15-minute city strategy. • ParisParis has adopted the notion of the "15-minute city" as well. To enable people to work safely closer to or at home, the city intends to build more coworking spaces, as well as promote remote work. moreover, it Expands the uses of existing amenities. for example, using libraries outside standard hours. using nightclubs as gyms during the day or having schools act as parks and play spaces over the weekend. The project also includes "greening," which includes adding more green space to already-existing public areas, establishing new parks and urban forests, and constructing new gardens for urban agriculture. Additionally, limiting car traffic near schools will make it safer for individuals to ride and walk. The city will also encourage local businesses, spaces, and places for sharing and trading to encourage the uptake of existing local enterprises. • Portland, USAPortland has converted more than 90 miles of congested roads into neighborhood greenways as part of the initiative, where street trees shade sidewalks, and green swales offer sustainable drainage and traffic calming. Additionally, it aims to develop complete neighborhoods, which feature a variety 29 of housing alternatives, grocery stores, and other commercial services that cater to the neighborhood. • Bogotá, ColombiaTo encourage the usage of bicycles, 35 km of bike lanes were built. A series of roadways, the 22-mile Ciclova network, that are typically restricted to cars on Sundays will now extend its restriction to other days of the week as well. Additionally, private bike rental companies are lending e-bikes to medical professionals. Moreover, As part of the "vital neighborhoods" vision, which aims to improve the quality of life by enhancing streets and neighborhoods, there are a number of priority zones for kids that are centered around daycare facilities. • LondonThe city announced its new Street space Plan to encourage walking and bicycling while easing pressure on public transportation and fostering social distancing. The plan intends to build a planned bicycle network with new routes to change neighborhood town centers, enable safe walking and cycling journeys, support a local economic recovery, and lessen residential street traffic through low-traffic neighborhoods throughout London. • Montréal, CanadaIn response to COVID-19, they intend to construct 327km of bike lanes. In accordance with public health regulations, the routes will offer specialized, secure facilities that will enable people to reach the city's significant parks and a number of main commercial arteries, among other things. The city is also spending money to expand delivery services using bicycles and electric vehicles. The city is also investing in increasing bicycle and electric vehicle delivery services. • Seattle, United States of AmericaTwenty miles, more than 2.5 million square feet of Seattle's streets will be permanently closed to traffic so that locals can use them for walking, bicycling, and other forms of exercise. One street-selection criterion was that routes connect people to essential services. In order to support the general goal of preventing a return to high levels of traffic and accompanying pollution as the city proceeds toward recovery, the city will also expedite the building of bike infrastructure. • Melbourne, AustraliaThe city devised a Movement and Place framework, guided by Local Livability research, and started executing a 20-minute pilot program in three locations. This framework puts people at the center of 30 transportation planning. According to a city study, people will walk for no more than 20 minutes to fulfill their daily necessities locally. • RomeC40's Reinventing Cities program aims to promote sustainable growth and highlight creative responses to urban and environmental problems. Under this initiative, a project called “Campo Urbano” was proposed and planned by FRESIA For the development of the Rome Tuscolana site: an urban car-free zone integrated into a consolidated residential and industrial sector. Leveraging education, career advancement, and culture to promote urban renewal. A true mixed-use development that supports the 15-minute city and integrated mobility with homes, workplaces, flexible spaces, a student hotel, an energy center, and retail. one of the project's essential components are converting a 5ha disused railroad yard into a car-free, mixed-use area in line with the "15-minute city" model. • Edinburgh, UKAccording to council leader Adam McVey, the idea of 20-minute neighborhoods is close to becoming a reality in Edinburgh. Making as much as feasible accessible locally aligns with efforts to reduce the use of cars, strengthen underprivileged neighborhoods, and assist local businesses in the wake of the pandemic. Councillor McVey remarked, "This is a policy where the climate agenda and the poverty reduction agenda come together." A significant mixed-use regeneration project is currently being pursued by the municipality, and the proposed master plan has been expanded to incorporate nearby abandoned bowling greens. Instead of a "typical infill housing scheme," the project will produce 260 dwellings, at least 35% of which will be affordable, along with a new nursery with 128 spaces, seven new commercial buildings, and additional public open space. Additionally, the nearby B-listed historic old stable block will be renovated into a venue for community gatherings and creative workspaces. • Dublin, Irelandas of now Dublin is not a 15-minute city. But the Dublin city development plan 2022-2028. However, the 15-minute city concept is included in Section 5.5.3 of the Dublin City Development Plan 2022–2028."Healthy Placemaking and the 15 Minute City," Promoting the 15 Minute City concept is the main goal. Sustainable neighborhoods, which serve as community hubs and offer a variety of uses, housing tenures, and housing typologies, Policy QHSN10. This policy seeks to strengthen the bond between residents and the communities in which they reside By preserving local character and promoting an asset-based approach to the location, design, and management of new development, The goal 31 is to create 'liveable' communities and urban environments that are appealing, distinctive, inclusive, safe, secure, age-friendly, accessible, walkable, and healthy. • Brussels, Belgium - The Flemish Association for Space and Planning (VRP) said that experts advise a Flemish master plan to introduce the notion of the fifteenminute city everywhere (Spinks, 2020). More than 200 Flemish municipal advisers, urbanists, and mobility experts met during the coronavirus crisis to discuss ways to make towns and villages healthier. In order to give back the Belgian capital to its citizens, the city intends to create "10-minute cities" that will allow residents to walk to any facility, park, school, or retail establishment in under ten minutes. Encouraging more walking will make Brussels a safer and healthier place for residents to live. However, since it's not always possible to remain in your neighborhood, the city has planned to implement policies that promote mobility while lowering traffic and pollution. Therefore, Brussels' active mobility policy has been strengthened through the creation of various options to be active while traveling, such as city bike rentals, and innovative parking solutions, as well as the construction of more than 35 kilometers of cycle routes since 2014. For example, the FEDER 2014–20 project Cycloparking installed secure bike parking boxes throughout the city to relieve residents of the strain of finding a secure place to store their bicycles (Spinks, 2020). • Barcelona, Spain - The first "superblock" strategy was used in Barcelona's Poblenou neighborhood. With the purpose of reclaiming for citizens some of the space currently used by private automobiles, the Superblock strategy is moving one step further and becoming the model for street transformation for the entire city. The objective is to establish a public place that fosters social interactions and the local economy while also being healthier, greener, fairer, and safer. This strategy has resulted in an increase in ground-level commercial firms by 31%, from 65 to 85, demonstrating a positive impact on commercial activity. • Nantes, FranceOn the Île of Nantes, the Prairie-au-Duc neighborhood is frequently used as an example of the concept of the 15-minute city. The district, which is the result of a more than 15-year redevelopment initiative, brings together stores, services, and common public amenities. The quarter-hour city concept was made possible on the scale of this district because of the freedom of programming. 38 Interventions in Poblenou: • pacification of motorized traffic prioritizing passers-by and bicycles. • creation of new spaces for staying in sections of the old streets and their confluences freed from traffic. • Creation of picnic tables, literary tours, spaces for occasional markets and sports and children’s play areas Interventions in Sant Antoni • pacification of two streets (Comte Borrell and Tamarit), totaling four sections of roadway, with the construction of an 1800 m2 public square at the junction. • More open space is reserved for passers-by, together with new living spaces for new purposes and more greenery, such as trees and plants. • expansion of the superblock Interventions in Horta: • Pacification of the neighborhood's main entrance street (Fulton and Horta), with the addition of a single platform, and a 10 km/h speed limit. • Construction of a single platform and the elimination of parking spaces in two streets (Feliu Codina and Chap), which had several public and private facilities and almost no sidewalks. • Reduced parking and the construction of living spaces on Eduard Toda Street are part of a tactical intervention that is temporary, low-cost, and reversible. The effect of superblocks on health and their determinants: A conceptual framework was created to explain the potential effects of superblocks on population health as well as the underlying mechanisms and connections between them [Mehdipanah et al., 2019]. It describes the possible connections between superblocks and health, including how various interventions affect housing, transportation, and urban planning, ultimately affecting diverse health outcomes. 39 The interventions are expected to have effects both at the neighborhood level and at the individual level on its residents. On the one hand, a decrease in air and noise pollution and an improvement in traffic safety are anticipated at the neighborhood level, both of which have a direct impact on health and safety. There will also be additional outdoor places, which will encourage people to use the public space more frequently. Additionally, the spaces will be easier to navigate on foot, encouraging people to walk more and engage in greater physical activity. The presence of more people and fewer cars on the streets will improve the perception of safety. pedestrian-friendly areas encourage business and social interactions in public areas. However, such improvements obtained through various interventions can also make the neighborhood more attractive and produce adverse effects such as gentrification and displacement. Figure 5. Conceptual framework of the effect of superblocks on health and its determinants (Salut als Carrers, 2021) 40 Results of Health studies In order to make the analysis more understandable, The Agència de Salut Pblica de Barcelona divided its findings into three main categories: • Air pollution and noise • Characteristics and usage of places • Well-being and social contact. Due to the complexity of the intervention, different methodologies, both qualitative and quantitative, have been utilized to evaluate the environmental and health effects of the various superblocks. Results in Horta: Air and noise pollutionIn Horta, noise and air pollution were measured using both air quality measurements and neighborhood perceptions. Environmental Assessment on Air QualityMeasurements of the environment were made by ISGlobal using passive NO2 collectors and black carbon sensors, as well as the mobile unit of the Barcelona Public Health Agency. The NO2 and particle data collected by the mobile unit demonstrate that the pollutant concentrations recorded during the post-intervention period (2020–202) are lower than those recorded during the earlier period (2017). However, taking into account the reduced mobility and emissions brought on by the COVID-19 pandemic situations, which have resulted in an overall decline in air quality levels throughout the city. Therefore, the recorded pollutant concentrations are contextualized using a fixed reference station. When the measurements from the two evaluation stages are compared, the average NO2 level after the intervention is found to have increased slightly (1.65 µg/m³ on average). Thus, the mobile unit's measurements of NO2 and particle matter reveal that the urban intervention in the Horta superblock did not significantly affect air quality. 41 Individual Assessment-Air Quality and NoiseA survey of 1200 persons was conducted in the Horta superblock between May and September 2018 before the intervention, and 835 of those respondents responded again in September 2020 following the intervention. In the intervening area, roughly 45% of the women and 50% of the men who were interviewed said that noise levels had dropped, and about 50% believed that pollution levels had decreased. Although the percentages of pollution were identical, only 15% of men and 10% of women said that noise had decreased in the nearby streets, which would support the superblock's influence on lowering pollution in the intervened region. It must be noted, however, that roughly 23% of the population believed that street noise had grown and about 28% believed that pollution had increased. Results in Sant Antoni Environmental Assessment-Air QualityThe levels of the air pollutants NO2 and PM10 that were measured in the Sant Antoni superblock before and after the intervention. The study discovered that NO2 and PM10 concentrations in the area dropped after the pacification intervention. The evaluation of the influence on pollution levels reveals a significant and statistically significant reduction in NO2 levels of 14.6 g/m3, i.e., a 25% reduction, from the pre-intervention period. a drop in PM10 particles is also seen (4.1 g/m3), which is 17% lower compared to the pre-intervention period. Environmental Assessment-Acoustic Quality: The Department of Environmental Assessment and Management of Barcelona City Council has provided the noise statistics for Sant Antoni before and after the intervention period. According to the findings, the average daytime noise dropped by 3.5 decibels, or 5.2%, in the months after the intervention. Nighttime noise levels fluctuated from month to month, overall remaining at similar levels as pre-intervention levels. Individual Assessment-Air Quality and Noise: A qualitative assessment was also conducted in Sant Antoni using ethnographic guerrillas. The neighbors in this instance had a very favorable opinion of the superblocks. Because there are fewer cars around, there is less noise, which results in quieter surroundings and better sleep, as well as less pollution. 42 Results in Poblenou: Using focus groups, a qualitative analysis of the Poblenou superblock was conducted. Participants included young people, adults with children under 10 years old, adults without dependent children, elderly people, superblock employees, and women. There is general agreement across all categories of the population that the number of motor vehicles has decreased, which suggests that pollution has decreased, and air quality has improved. It also emphasizes the advantages of reduced noise pollution. Young people and employees, for example, may experience highly beneficial health outcomes from the superblock, but other groups may experience poor health effects as a result of the increased pollution in the streets surrounding the superblock. Survey of the use of public spaces: A survey is conducted in the cities where the intervention was implemented to evaluate the quality of public places and to understand how people interact with the public spaces since the presence of high-quality public spaces in communities can be related to wellbeing. Horta: According to a survey conducted in Horta, 25% of people traveled by the intervening area every day, and 90% of males and 85% of women visited there at least once a week. Only approximately 6% used it for physical activity, while more than 50% used it for walking or shopping. Sant Antoni: In the instance of Sant Antoni, both quantitative and qualitative evaluations of the use of spaces were conducted. Quantitatively, the profiles of use of space by people were counted and qualitatively ethnographic guerrillas were carried out on people who used the superblock. During the survey, it was found that adults, both men and women, used the superblock most frequently around noon and in the late afternoon or evening, mostly for walking. The older population, including both men and women, was the second most prevalent 43 age group to use the Sant Antoni superblock. 2% of women and 6% of men were engaged in vigorous activity, and 94 and 89 percent of people were walking, respectively. Poblenou: In Poblenou, discussion groups were organized with a variety of groups, including elderly people, teenagers who study in the superblock, persons who work in or nearby the superblock, and a group made up solely of women. All the groups agreed that families with children use the superblocks most frequently as children’s play areas, and working people frequent them to eat or when the day ends. The other collectives use it above all in passing. The majority of young people believe it is an area that was not created for them. The elderly people, however, note that they don't use the superblock and that it feels like a lonely place to them. There is general agreement in terms of mobility that there are fewer motorized vehicles now, which has a good impact on mobility. The elderly believe that the superblock has a detrimental impact on mobility because of changes to the public transportation network or challenges in getting into specific locations, including the Primary Healthcare Center. Additionally, as was already indicated, some groups claim that traffic could have been diverted to other streets. Results on Well-being and social interaction: Horta: 835 respondents were obtained in a survey conducted before and after the intervention. Of these, 55% of the men and 45% of the women believed that well-being on the streets was increased. More than 60% of both men and women said walking comfort had improved, while almost 75% of men and 70% of women thought stroller accessibility had improved. Sant Antoni: It is found that the area is currently regarded as a wonderful place for the neighbors to pass and be quiet, comfortably, and safely. In this regard, the public space is made to 44 happen with more pedestrians and is now deemed to be more "full of life" and "more neighborhood" due to the reduction of cars and the presence of urban furniture. It is a place where you are encouraged to be. People can experience silence, safety, and comfort through a variety of things. As previously indicated, the absence of cars results in less noise, and this gives greater peace and quiet and better sleep. All of this has effects on mental health, such as the impression of better security and serenity. Even though there are more or less heightened levels of cars present, people with minors may feel this is a false sense of security. Socialization is favored by the fact that there is less pollution and more room to be outside. Poblenou Among individuals without dependent children, stress levels were found to be lower and the environment to be calmer. However, the superblock has no health effects on the elderly. As for the workers, the superblock's open floor plan encourages walking and offers tranquility, implying an improvement in mental health. In the case of women, there have been some discussions about the possibility of an impact on the streets surrounding the superblocks because the space encourages neighborly engagement, promoting relationships and social networks. Also, some women mention the area as deserted and perceive insecurity. In this chapter the policy's impact on social, economic, and environmental dimensions, as well as its effects on walkability and its relationship with housing prices and immigrant integration were explored. Additionally, the current exclusion factors for the elderly and disabled in urban contexts, existing methods to evaluate the accessibility were identified. Through the literature review, we have also identified a list of cities that are implementing this policy, impact evaluation of similar policies, and the beneficiaries of 15-minute city policy. Overall, the analysis highlights the complex interconnection between various factors in shaping the success of the 15-minute city policy. Various factors that were analyzed are interconnected in several ways. For example, the walkability of a city is closely tied to its social, economic, and environmental dimensions. Walkable neighborhoods can improve public health, reduce transportation costs, and create a sense of community. Additionally, walkability can impact housing prices, making neighborhoods more desirable and driving up prices. However, this can also lead to gentrification and exclusion of lower-income residents. Immigrant integration can also 45 be impacted by walkability, as neighborhoods that are more walkable may facilitate social interactions and connections. As we have seen throughout this chapter, scholars have put forward both the advantages and disadvantages of the 15-minute city policy. The advantages include the favorable effects on social, economic, and environmental factors that the 15-minute city will generate, as well as the increased social capital and cohesion that will result from the policy's emphasis on walkability. And the drawbacks, such as segregation and the growing housing prices as a result of walkability. However, there isn't enough evidence to say whether the policy actually increases inequality by only benefiting city center residents or whether it decreases inequality by also benefiting those who live outside the city center. Furthermore, despite the extensive policy rhetoric around the 15-minute city, there has been little discussion of how older people, age-friendly surroundings, and social inclusion fit into this agenda. Moreover, one of the key pillars of the 15-minute city policy is diversity, both in terms of people and culture. However, upon further exploration of the literature, it is clear that there has been little mention of strategies aimed at boosting immigrant integration as a means of achieving this diversity. Furthermore, research has demonstrated that walkability can help to build social capital, which in turn can facilitate the assimilation of immigrants into their new communities. therefore, a 15-minute city policy could serve as a powerful tool for encouraging immigrant integration, while also promoting greater diversity and social cohesion in urban areas. However, despite this, no research has specifically examined how the policy affects immigrants who live in cities. Also, there are no studies in the literature that concentrate on the context of Milan and analyze how inclusive the policy is by taking everyone into account since every city adopts its own method of executing the policy based on the city’s context. As we can see from the literature review, the 15-minute city urban policy gave less attention to the social and economic aspects of sustainability and focused more on the environmental side. To accomplish decarbonization, the primary goal is to limit the use of cars. In most cities, the primary initiatives include expanding bicycle lanes, making pedestrian space larger, and local micro markets focusing on minimizing the use of private cars, however, they neglected to consider how the excluded areas will meet their 46 needs in 15 minutes. While others can satisfy their needs within 15 minutes by walking or cycling, people with disabilities and the elderly population should also be able to satisfy their needs within 15 minutes. Whether it be medical attention, care services, etc. 47 3 Research questions: In the previous chapter, some significant gaps in the literature regarding the 15-minute city policy were identified. Firstly, there is a lack of evidence on whether this policy will contribute to the reduction of the socio-economic disparities between the rich and poor. Secondly, the literature provides no clear explanation of how vulnerable populations, such as the elderly and disabled, will benefit from this policy. Lastly, there is no consensus on how the 15-minute city policy will facilitate immigrant integration. These gaps in the literature highlight the need for further investigation into the potential benefits and drawbacks of the 15-minute city policy. The gaps identified in the literature regarding the 15-minute city policy have been instrumental in the formulation of research questions for this thesis. 1. Could the implementation of the "15-minute city" policy potentially contribute to solve spatial inequalities in cities, and reduce the gap between the rich and the poor? Generally, economic inequality is greater in urban areas than in rural areas. The Gini coefficient of income inequality is higher in urban areas than in rural areas in 36 out of 42 countries (World Social Report, 2020) Inequality in a rapidly changing world). Larger cities are generally richer but more unequal than smaller cities. Therefore, it's important to consider if urban policies like the 15-minute city will help to narrow or exacerbate the gap between the rich and the poor before putting them into practice. In the article MATTERS OF SCALE: THE ILLUSION OF THE 15-MINUTE CITY, Peverini & Chiaro, (2020) argue that this approach can never be equitable for all people and would exacerbate inequality. They mentioned that an important question is omitted from the policy's explanation. To put it another way, urban dynamics occur across considerably larger time and space than the 15-minute circle. So, for whom will the city of 15 minutes be? On the other side, who will still live in the city of the hour, the two hours, and the three hours? Housing costs, both for purchases and rentals, were greater in the central municipalities than in the outer ones. Another concern was raised by author Easton (2022) 54 equally hazardous to the public's health and to the environment. By Referring to the geoportal map we can see all firstand second-class unhealthy activities that are now occurring or have stopped inside the Milanese municipal region. According to the Ministerial Decree of September 5, 1994, any craft or industrial operations are categorized as harmful activities depending on the chemical substances, products, and materials involved in the industrial process. The activities are further classified into two types: First-class: those that must be kept away from populated areas unless the owner can prove that their activity doesn't harm residents' health. Second class: those that could exist in an urban setting but call for extra security measures to protect the community. Number of schools: The presence of schools can be recognized as a significant aspect of the growth and development of the local community. Schools play a significant role in the social and intellectual development of children. hence the number of public schools in various neighborhoods was taken into consideration while determining the characteristics. When the neighborhoods lack adequate schools, Families with the financial means leave their neighborhoods and migrate to more affluent parts of the city. such processes of realignment and concentration of the population are known as segregation. The result of this segregation is a concentration of problem factors in local neighborhoods (Baur, 2013). Presence of childcare services: The availability of childcare services (0–6 years) in each neighborhood was plotted. These services include municipal nurseries, contract nurseries, municipal nursery schools, early childhood centers, toy libraries, and spring break times for families. Presence of shops with home delivery options: In each neighborhood, a map of the shops that offer home delivery was plotted. these services include shopping delivery, meals, and pet food. At Milan, There are more than 370 open businesses, ranging from grocery stores to pharmacies, that provide residents of the communities home delivery services. At times of need, the town assists neighborhood small businesses in offering home delivery services. Three goals were 55 pursued by the project: the first was to provide each neighborhood with a list of small businesses open and offering home delivery, especially for the elderly, lonely, and ill; the second was to minimize crowds and shorten lines at large retailers; and the third, and possibly most significant goal, was to value neighborhood trade as a means of territorial defense and neighborhood wealth. Services for foreigners. A hackathon to improve services for migrants was launched in Milan under the name SERVICES4MIGRANTS. The establishment of a technical assistance and guide service for migrants living in the city is the focus of the Services4MIgrants hackathon. The Municipality of Milan is dedicated to giving immigrants the knowledge they need to enable smooth access to services; for the more complex ones, it has produced printed guides. Number of libraries. According to UNESCO, the presence of libraries in a community is crucial because they serve as venues for intergenerational learning, the development of digital skills, the promotion of cultural heritage, social inclusion, environmental and physical education, as well as health promotion. Also, Libraries are community hubs. They connect people to information and connect people to people. Demographic indexes: Demographic indices including dependence index, average age, and percentage of young people and persons over 65 were taken into account in order to comprehend the basics of the neighborhood characteristics. Using these above-mentioned factors, the characteristics of all of the neighborhood where the project is being implemented are noted and compiled into a table which can be found in the appendix section. 56 Example: NeighborhoodCorvetto In order to provide a detailed demonstration of how the data for each factor was collected from the geoportal website for the neighborhoods, an example of the data for the neighborhood Corvetto is shown below. Overview: Corvetto is a neighborhood in Milan's Municipio 4 and is situated in the city's southeast. The neighborhood's demographic features are as follows: Dependence Index55.8 Average age Index45.7 Percentage of young people adults 15-3420.8 Percentage of foreigners26.7 Unhealthy production activities: 57 Figure 6: Locations of unhealthy production activities 58 Number of schools: Figure 7: Locations of school 59 Presence of childcare services 60 Figure 8: Location of childcare services Number of libraries: Figure 9: Location of libraries 61 Services For foreigners Figure 10: Location of services for foreigners 62 Number of pharmacies: Figure 11: location of pharmacies Presence of shops with home delivery options 63 Grocery - Minimarket - Food - Frozen Products Others Bar - Restaurant - Cafeteria – Pizzeria Fish shop Bakery - Sweets - Focacceria Stationery and office supplies - Games and toys - Bookshops – Newsstand Figure 12: Location of shops with delivery options Likewise, the characteristics for each neighborhood where the project is being implemented were analyzed and compiled into an excel file. 70 • Services and neighborhoodsthe main objective of this method is to make everything accessible within a 15-minute walk. moreover, the municipality plans to establish neighborhood clinics in partnership with the Lombardy Region administration, starting from low-income, densely populated districts and regions with a larger concentration of senior citizens. In addition to that, it also has plans to promote online shopping and delivery of groceries and other goods, giving priority to elderly people, improving local commercial networks, and assisting neighborhood companies. • CultureThis plan aims to spread culture through the redesign of museums and other indoor cultural venues while taking into account the need for physical distancing; Improving the proximity of cultural services; offering incentives for the planning of limited-capacity events and initiatives that may be repeated in other local neighborhoods of the city, etc. • Economic activitiesThe strategy intends to support social innovation and startups that combine commercial and nonprofit goals while fostering neighborhood togetherness. additionally, it intends to offer assistance for individuals and small businesses through social credit financing services, layoff anticipation, and social services for location. • Infrastructures, housing, and public worksTo initiate extensive maintenance and redevelopment projects on current real estate assets, both public and private, along with energy-saving initiatives, environmental reconstruction, and improved home comfort, in an effort to stimulate the recovery of the construction sector's recovery. Additionally, it encourages buildings’ dual usage. for instance, "Scuole aperte,"(Open Schools) promotes the use of school buildings to welcome visitors and to provide educational programs in their green spaces, especially during the summer months. • Collaboration and assistanceto Support collaborative economic systems realized with a bottom-up approach and to strengthen the civil protection system and the management of volunteers. Also, an initiative called Milano Aiuta - Milano Does Help has also been implemented. The objective is to Keep and improve some of 71 the services that Milano Aiuta launched, particularly those that are related to home support, collaborative services, and grocery delivery. 5.2 Mi15: A new call for social impact investments: The Municipality of Milan launched a new tender called "Mi15" that encourages investments in social impact by for-profit and nonprofit organizations. The goal is to activate or enhance spaces and services in neighborhoods to create the "15-minute city". The primary goal of the project proposals must be the creation or improvement of areas, services, or activities that have a social impact, which is currently missing or insufficient in the area where they operate and be able to improve residents' quality of life. Furthermore, this initiative is part of a larger Civil Economy support program in the neighborhoods funded with European funds for the REACT-EU recovery under the PON Metro Milano 2014 2020, which also includes the " La Scuola dei Quartieri 2022" and the " Crowdfunding Civico 2022." La Scuola dei Quartieri 2022Under this initiative, the Municipality of Milan encourages groups of citizens to offer project suggestions that could have a good social impact in the areas of the city. The projects should be able to enhance the social, economic, or environmental well-being of the communities in which they operate. The municipality listed some potential project topic areas, including proximity services, social aggregation, care, well-being, commercial and creative activities with social impact, etc. Crowdfunding Civico 2022The call is aimed at non-profit organizations that want to suggest social and cultural innovation projects with a view of caring for communities and 15 minutes city. 5.3 Interventions in Milan Milan Municipality undertakes several ambitious actions to support urban sustainable development. The "Milan 2020 adaption strategy" is being executed through a number of 72 initiatives. Its objective is to make key systems accessible within 15 minutes of walking distance in order to minimize movements and increase the neighborhood dimension. The Adaptation Plan focuses on a number of issues, but the importance Is devoted to providing incentives for the revival of local production and the creation of new, short integrated production lines. All these initiatives are connected in the integrated view of the New Urban Development Plan which aims at leading Milan towards 2030 by continuing the positive evolution of the city. Adopted in 2018, the main purposes of the plan are: • promoting inclusive growth benefitting all neighborhoods and social groups, • and combining development with the improvement of environmental conditions, quality of life, and the supply of urban green areas. The Urban Development Plans intends to build a connected, metropolitan, and global city. In order to achieve this goal, urban planning will be strongly related to the development of mobility infrastructures, with the aim of having the majority of the population living and working at a short distance from a train or metro stop and also reducing dependence on private mobility. In the broad context of the “Milan2030” New Urban Development Plan, several pragmatical actions have been undertaken. 5.3.1 Other selected projects: Numerous initiatives, innovative ideas, and proposals with a focus on taking care of neighborhoods and the "City of 15 Minutes Away" have been chosen by the Municipality of Milan to access civic crowdfunding. These initiatives are now available for citizen fundraising. Through the support of small enterprises, commercial endeavors, and initiatives, the objective is to take care of the communities and tangibly create a "city 15 minutes away." explains the economic development councilor. The chosen projects have 45 days to try and collect 40% of the needed resources. With non-repayable payments totaling up to 48,000 euros, the Municipality will contribute its part of the remaining financing, thanks to the European resources of PON Metro React Eu. The ‘Mi15’ Notice calls for the proposal of investment ideas that meet the criteria listed below: 73 • USEFUL - able to provide favorable impacts for the neighborhood or a particular category of recipients. • DURABLE - able to endure throughout time and maintain themselves on their own when the project is finished. • ACCESSIBLE refers to costs, time, the lack of barriers for those with disabilities, or social and economic instability. All chosen projects must go through crowdfunding and raise 40% of the money in order to receive the remaining 60% from the Milan municipality. All project-related information has been made available to the public via a number of channels in an effort to raise awareness of the initiative. All the chosen initiatives had succeeded in raising the required 40% of the money. 74 6 Results and Findings 6.1 Interventions in Milan The 15-minute city urban policy interventions have been identified through various methods, as detailed in Chapter 6. The interventions have been categorized based on the stakeholders they target and are listed below. Each intervention includes a description of the project, the location of the neighborhood, and the expected impact it can have on the community. 6.1.1 Interventions focusing on all residents: This category of interventions aims to benefit all residents by improving public spaces and promoting a healthier, more sustainable lifestyle. By prioritizing walkability and reducing car usage and encouraging the use of sustainable transportation these interventions aim to enhance the quality of life for everyone. Examples of these interventions include the creation of new public squares, the construction of dedicated cycle lanes, and other measures that give back public spaces to people. By encouraging socialization and reducing our carbon footprint, these interventions have the potential to create positive impacts both on our environment and our communities. Moreover, the open square and open street projects in Milan have also created opportunities for socialization and community building. They have become popular gathering places for people of all ages, providing spaces for public events, markets, and performances. "Strade Aperte" projectThe project comprises plans, initiatives, and resources for encouraging walking and cycling to guarantee measures of distance in urban travel and for sustainable mobility. The proposed initiatives align with the Sustainable Urban Mobility Plan's existing predictions (PUMS). The main objectives of the Strategy are to add 35 kilometers of new cycling lanes by the end of the year, extend 30-kilometer speed limits, widen walkways, and temporarily convert some neighborhoods into pedestrianonly areas. Cycle pathways have been installed for 32,3 km since May 2020, and by the end of 2021, they should cover 61,7 km. 75 Locations Figure 13: Map-Via Martiri Oscuri - A cycle lane Contraflow, delimitated by a bollard. Figure 14: Map-Isola district, Via Toce 76 Figure 15: Map-Porta Venezia-Lazzaretto district. Figure 16: Map-Isola district, Via Minniti. 77 “Città 30” (30 km/h city): The "Città 30" replaces the present 50 km/h speed restriction set by the Highway Code in all residential zones with a 30 km/h limit for around 60% of the entire urban road network. LocationVia Rovereto. Figure 17: MapVia Rovereto Piazze Aperte" project The City of Milan is implementing this initiative Together with Bloomberg Associates, the National Association of City Transportation Officials (NACTO), and Global Designing Cities Initiatives. To improve the environment and the quality of life in the city, the open square project seeks to develop public spaces and make them community gathering places, expand pedestrian zones, and encourage sustainable means of transportation. It uses the tactical urbanism approach to bring public space back to the center of the neighborhood and the life of the inhabitants. The outcome achieved from 2018: • 27 new social spaces • 20.000 m2 new pedestrian area • 220 benches • 250 potted plants • 350 bicycle stations • 50 tables (25 ping pong) • 78 Aims of the Piazze Aperte program: • To revitalize and remodel neighborhood streets and squares as hubs of social interaction and community gathering, reclaiming urban areas for the general public. • To increase pedestrian and cycling safety through traffic-calming measures and pedestrianization, with a special emphasis on protecting young children, the elderly, and those with disabilities. • To transform existing public spaces through low-cost high-impact street transformations before addressing permanent interventions. • To promote community participation by fostering effective cooperation between citizens and the local government through the joint administration of community resources. Figure 18: Piazze Aperte program As a result of this project, one in two Milanese citizens now has a square within 15 minutes (800 meters) from their home. 79 Figure 19: Locations of open squares project 86 confidence, and developing social skills. The job placement programs aim to provide young people with the training and support they need to find meaningful employment, while the therapy projects focus on helping them regain self-confidence and improve their communication skills. The inclusion and interpersonal skills programs aim to foster a sense of belonging and connection within the community, which can have a positive impact on the mental health and overall well-being of young people. These interventions can have a positive impact on the youth population by providing job placement programs, young people will have access to the skills and resources they need to enter the workforce and build a sustainable career. This can help to reduce the high rates of youth unemployment and increase their economic independence. The therapy projects are expected to have a positive impact on mental health, as young people learn to overcome challenges and build their self-confidence. Additionally, the inclusion and interpersonal skills programs aim to help young people build strong social connections and develop the skills they need to succeed in both their personal and professional lives. Ultimately, these interventions have the potential to empower young people and contribute to the growth and development of the city of Milan. Mare food academyIt establishes a training and job placement program for motivated young people in economically and socially precarious situations, giving them the chance to master a trade in the restaurant industry and rethink their future. Expected results and impacts: • Tackle youth unemployment problems. • Job inclusion • The reduced poverty rate among young people. LocationsSan Siro, Cascina Merlata, San Cristoforo, Rogoredo, Santa Giulia. Radio Dynamo Milanoaims to implement Recreational Therapy projects for children and young people with disabilities and chronic diseases to regain self-confidence, overcome their fears, learn to listen to each other, and process their emotions. it involves children and teenagers in the creation of small radio programs during the sessions. Dynamo guests have fun drafting texts on topics proposed by the staff and broadcast live or record the radio formats that they themselves have prepared. 87 Expected results and impacts: • Improve communication skills. • greater self-acceptance and self-esteem. • improves mental health over the long term. LocationVia Giovanni Bovio, 6, Milan, Italy UniSono - Rave 4 allIn Milan, as in many cities, there are many kids with Down Syndrome who would like to "party" like and with all their peers. However, this possibility is often precluded due to the lack of acceptance as active and engaging members by peers and the promoters themselves. Therefore, this project aims to create inclusive clubbing events structured to allow everyone to participate, for real: so that everyone can share one of the simplest and most exciting experiences like that of dancing together. Expected results and impacts: • Promote social inclusion of young people. • Develop interpersonal relationships. • Improve mental health. 6.1.6 Other Interventions These groups of interventions doesn’t specifically focus on any age groups. interventions aimed at promoting art and culture in the community. These interventions include community theaters, public art installations, and other creative initiatives designed to engage residents and promote a sense of community pride. Additionally, zero-impact audio services are being implemented in neighborhoods, reducing noise pollution while still providing access to cultural events and entertainment. By promoting art and culture, these interventions can inspire creativity and foster a sense of community identity among people. Community theaters and other creative initiatives can provide opportunities for people to express themselves and develop their artistic talents, while also promoting social inclusion and building connections with other residents. Additionally, the zero- 88 impact audio services can provide a safe and enjoyable environment for young people to socialize and participate in cultural events, without the negative impacts of noise pollution. Kafka of Suburbia – reloadedwill engage the people of Affori through open workshops and installations using the Social Community Theater methodology, which will later be displayed in the famous Sala Shakespeare of the Teatro Elfo Puccini. Expected results and impacts: • Promote culture and art. • Promoting Creativity for Youth. • Strengthen social cohesion. LocationAffori Solar Vibes Cargo FlottaThe project's main goal is to increase active citizenship and the role of the third sector through environmentally conscious action, hence promoting neighborhood well-being. they developed pedal-assisted cargo bikes equipped with an audio system for the management of small proximity events. The cargo bikes will be shared with the network of associations active in the areas to facilitate the promotion of social initiatives in parks, squares, and condominium courtyards. The cargo fleet aims to provide a simple zero-impact audio service. Not only the third sector, but cargo bikes can also support the organization of birthday parties, small neighborhood shops, and schools. Expected results and impacts: • Promote social cohesion. • Zero negative impact on the environment. LocationIsola, Cascina Bellaria, Bisceglie, Vigentino-Fatima The following table presents a comprehensive summary of the percentage of interventions aimed at different stakeholders. As we can observe, the vast majority of the interventions are directed toward addressing the needs of all residents, teenagers, and children. It is also worth noting that some interventions made as part of the 15-minute 89 city policy are targeted at the most vulnerable groups of the population, such as, the disabled, families experiencing hardship, women victims, etc. % distribution of 'Interventions focused on ' Interventions focused on Count of Interventions focused on All residents 22.22% Children 16.67% Teenagers 16.67% Poor Families 5.56% Art & culture 5.56% Poor Families & People with disabilities 5.56% Women victims 5.56% Children & young people 5.56% Young People 5.56% Environment 5.56% People with disabilities 5.56% (blank) 0.00% Grand Total 100.00% Table 4: Distribution of interventions focused on different stakeholders. 6.2 Vulnerable neighborhoods: Barona Trenno Quarto Oggiaro Gallaratese Gratosoglio – Ticinello Villapizzone San Siro Lorenteggio Baggio Comasina 90 Based on a number of factors listed in the methodology chapter, the following areas were chosen as being particularly vulnerable and in need of attention: 6.3 Mapping of Vulnerable neighborhoods and interventions: In the previous chapter, a number of factors that were used to identify vulnerable neighborhoods in Milan were discussed. These neighborhoods have now been pinned on a map, which also includes the zones of each municipality in Milan. Parco Lambro – Cimiano QT 8 Ortomercato Villapizzone Farini Selinunte Navigli P. Monlué - Ponte Lambro Niguarda Ortomercato Giambellino Dergano Garibaldi Scalo Romana Città Studi Corvetto-lodi Bovisa Via Padova 91 Then, all of the municipality's interventions in different neighborhoods were pinned to the same map. At first look, this would provide us with information on whether they are 92 putting into practice the neighborhood improvement strategies that genuinely demand immediate attention. vulnerable neighborhoods interventions Figure 20: Mapping of vulnerable neighborhoods and interventions 6.4 Characteristics of the neighborhood vs type of intervention: From the above map, we can observe that interventions are being implemented in various neighborhoods, but if we examine the features of the neighborhood and the sort of intervention in that region, we can see a mismatch between the needs and the problems. For instance, in Via Appennini, 50, the neighborhood with the highest dependency index and the majority of residents who are 65 years and older receives a child-focused 93 intervention called ‘iGame al Galla’which is a hub for young students to learn and interact. Similarly, the Barona district has a high dependence rate. Yet, a child-focused intervention was implemented. Youth learning initiatives have also been implemented in some neighborhoods. However, those activities will be far more beneficial in neighborhoods with a high percentage of school dropouts. In many neighborhoods, it is evident that there is a significant elderly population, but we can observe that in a few neighborhoods, there is a noticeable lack of home delivery options and pharmacies to meet their needs. It is concerning that despite this, interventions implemented in these neighborhoods tend to focus on other issues that do not directly address the needs of the elderly population. As a result, it is evident that these initiatives are not adequately tailored to the needs of the people living in the neighborhood and are unable to solve the issues that require immediate attention. This lack of attention to the needs of the elderly population can lead to further isolation and neglect, which can have severe consequences for their health and well-being. It is therefore crucial that neighborhood interventions are designed to address the specific needs of the community and take into account the unique challenges faced by different age groups. By doing so, we can create a more inclusive and supportive community that promotes the health and well-being of all its members, regardless of age or background. Moreover, on the positive side, it can be recognized that almost all neighborhoods face the challenge of the presence of unhealthy production activities that contribute to air pollution. It is crucial to note that these activities can have a significant impact on the environment and human health. Therefore, it is encouraging to see that initiatives such as the Open Squares and Open Streets programs are being implemented in many neighborhoods to combat air pollution issues. These programs aim to reduce the usage of cars and encourage people to walk, cycle, or use public transportation instead. By doing so, it can significantly reduce CO2 emissions and, thus, help tackle the air pollution problem. 6.5 Vulnerable neighborhoods with no interventions: As we can see on the map, not all of the vulnerable neighborhoods receive the necessary intervention and support they require, resulting in an inequitable distribution of intervention across the city. Some vulnerable neighborhoods have a few interventions 94 nearby, while others have none. It is crucial to recognize these disparities and address them to ensure that every neighborhood in Milan receives the resources and assistance they need. Below is a list of vulnerable neighborhoods and the number of interventions available nearby. Total 'Number of Interventions' by 'Vulnerable Neighborhoods' Vulnerable neighborhoods The sum of the Number of Interventions Ortomercato 3 Corvetto-lodi 2 Barona 2 Niguarda 2 Baggio 1 Selinunte 1 Gallaratese 1 Dergano 1 Farini 1 Giambellino 1 P. Monlué - Ponte Lambro 0 San Siro 0 QT 8 0 Citta Studi 0 Garibaldi 0 Via Padova 0 Parco Lambro – Cimiano 0 Comasina 0 Quarto Oggiaro 0 Navigli 0 Scalo Romana 0 Bovisa 0 Trenno 0 Gratosoglio – Ticinello 0 Villapizzone 0 Lorenteggio 0 Mecenate 0 95 Grand Total 15 Table 5: Number of interventions in vulnerable neighborhoods By examining the specific risk factors present in these vulnerable neighborhoods, we can gain a deeper insight into the unique challenges faced by residents and develop targeted interventions to address their needs. This detailed analysis provides a nuanced understanding of the complex issues facing vulnerable communities and allows policymakers to develop targeted interventions that can help improve outcomes for residents. By prioritizing neighborhoods based on their level of vulnerability, we can ensure that resources are allocated where they are needed most. Because as we can see from the list below vulnerable neighborhoods like Comasina and Quarto Oggario, which have been identified as having more than three risk indicators, such as a high crime rate, a high unemployment rate, a high incidence of school dropouts, etc., do not receive any intervention. • Comasinahigh dropout rate, High number of students without a diploma, high number of immigrants, high unemployment rate. • Quarto Oggiarohigh crime rate, high dropout rates, High number of students without a diploma, high unemployment rate. • Villapizzonehigh dropout rate, High number of students without a diploma, high number of immigrants. • Bovisahigh number of 65+ age population living alone, high dropout rates, high number of immigrants. • P. 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Affori 9 MEM-Out, per un'educazion e della memoria in uscita The proposal intends to launch a brand-new method of interaction between the public and the institution, in which the Memorial, from a place of welcome, becomes an active agent that encounters the territory, leaving its spaces. It aims to provide a widely accessible service for engaging and developing the stories that this location both preserves and communicates. Milano Centrale Radio Dynamo Milano it aims to implement Recreational Therapy projects for children and young people with disabilities and chronic diseases to regain self-confidence, overcome their fears, learn to listen to each other, and process their emotions. it involves children and teenagers in the creation of small radio programs during the sessions. Dynamo guests have fun drafting texts on topics proposed by the staff and broadcast live or record the radio formats that they themselves have prepared. Via Giovanni Bovio, 6, Milan, Italy 119 Solar Vibes Cargo Flotta The project's main goal is to increase active citizenship and the role of the third sector through environmentally conscious action, hence promoting neighbourhood wellbeing. they developed pedal assisted cargo bikes equipped with an audio system for the management of small proximity events. The cargo bikes, will be shared with the network of associations active in the areas to facilitate the promotion of social initiatives in parks, squares and condominium courtyards. The cargo fleet aims to provide a simple zero impact audio service. Not only the third sector, cargo bikes can support the organization of birthday parties, small neighborhood shops, schools . Isola, Cascina Bellaria 7, Bisceglie, VigentinoFatima UniSono - Rave 4 all In Milan, as in many cities, there are many kids with Down Syndrome who would like to "party" like and with all their peers. However, this possibility is often precluded due to the lack of acceptance as active and engaging members by peers and the promoters themselves. therefore this project aims to create inclusive clubbing events structured to allow everyone to participate, for real: so that everyone can share one of the simplest and most exciting experiences like that of dancing together. La sartoria che cura To offer free services include tailoring classes and a psychological support desk for wome who have been the victims of abuse and violence. Dergano 9 MI Barrio's It aims to accompany teenagers in harmonious growth through art and culture and enhance the neighborhood and its meeting place by hosting various cultural events. Barona district 6 120 Campus creativo e naturalistico Corvetto it itntends to offer a service with 8-hour activities a day for 30 children of the neighborhood, aged between 6 and 11. They will be creative activities with artists with proven educational experience, naturalistic activities in the Agroforest and guided visits to local museums followed by workshops with the word. It will be A unique experience as it combines a family assistance service with creative and educational activities Corvetto district Bookstop – Panchine letterarie it aims to create literary benches in bookstop where you can meet to read, borrow, buy, discuss books, the bookstop also tells you the story of the area and the encounter between nature and the city who advises you on what to do on the weekend also its a bench where you can find stories: meetings with the author, workshops, cultural events for all ages. borders of Parco Nord Milano. 9 List of all interventions that are part of the 15-minute city policy and the existing problems in the neighborhood where the interventions are being implemented: List of projects Existing problems in the neighborhood 121 Strade Aperte Via Martiri Oscuri1. the presence of unhealthy production activity with significant environmental relevance. 2. No libraries 3. Few shops with home delivery options Isola, Via toce, Via Minniti. 1. No libraries 2. presence of unhealthy production activity with significant environmental relevance. Porta Venezia 1. few childcare services 2. presence of unhealthy production activity with significant environmental relevance Città 30 1. the presence of unhealthy production activity with significant environmental relevance. 2. No libraries 3. Few shops with home delivery options Piazze Aperte Adotta una gallina Corvetto1. High number of unhealthy production activities with significant environmental relevance. 2. No Kindergartens (public) Vigentino 1. High number of unhealthy production activities with significant environmental relevance. 2. Few childcare services. 3. No libraries 4. Few shops with home delivery options Chiaravalle 1.Few childcare services 2. No libraries 3. Few public schools 4. few shops with home delivery options. 122 Coach di quartiere 2023 High dependence rate Il Parlamento dei bambini 1. High dependence rate 2. High number of unhealthy production activities with significant environmental relevance. 3. No libraries 4. Few pharmacies 5. High unemployment rate iGame al Galla 1. High dependence rate 2. presence of unhealthy production activity with significant environmental relevance. 3. no libraries 4. few shops with home delivery options. Mare food academy San siro 1. High dependence rate 2. presence of unhealthy production activity with significant environmental relevance. 3. High crime rate Cascina Merlata 1. presence of unhealthy production activity with significant environmental relevance. 2. Few childcare services 3. No libraries 4. Few shops with home delivery options San Cristoforo 1. presence of unhealthy production activity with significant environmental relevance. 2. Few childcare services. Rogoredo, Santa Giulia 1. presence of unhealthy production activity with significant environmental relevance. 2. No libraries 3. Few shops with home delivery options 123 Pasto Sospeso - A Milano l’inclusione sa di buono 1. Few childcare services 2. No libraries 3. No Kindergartens (public) 4. few pharmacies La scherma per il benessere del corpo e della mente 1. No libraries 2. presence of unhealthy production activity with significant environmental relevance. Kafka of Suburbia – reloaded 1. presence of unhealthy production activity with significant environmental relevance. 2. Few shops with home delivery options MEM-Out, per un'educazione della memoria in uscita presence of unhealthy production activity with significant environmental relevance. 124 Radio Dynamo Milano Few childcare services. Solar Vibes Cargo Flotta Isola 1. No libraries 2. presence of unhealthy production activity with significant environmental relevance. Via Cascina Bellaria Few shops with home delivery options Bisceglie 1. No Kindergartens (public) 2. Few shops with home delivery options Vigentino 1. High number of unhealthy production activities with significant environmental relevance. 2. Few childcare services. 3. No libraries 4. Few shops with home delivery options UniSono - Rave 4 all La sartoria che cura Few childcare services. 125 MI Barrio's 1. High dependence rate 2. High number of unhealthy production activities with significant environmental relevance. 3. No libraries 4. Few pharmacies 5. High unemployment rate Campus creativo e naturalistico Corvetto 1. High number of unhealthy production activities with significant environmental relevance. 2. No Kindergartens (public) Bookstop – Panchine letterarie 1. presence of unhealthy production activity with significant environmental relevance List of Vulnerable neighborhoods. • High Dependency rate (Censimento Milano, 2011) 126 • Population over 65 who live alone (Censimento Milano, 2011) • Unemployment rate (Censimento Milano, 2011) 127 • Neighborhoods with the most immigrants (Censimento Milano, 2011)