The 15-minute city—a concept that promises a self-sufficient neighborhood where all essential services are within a 15-minute walk or bike ride—has sparked global interest, especially in urban planning circles. While its merits may align with Western urban needs, it raises a critical question: is it a necessity in India?
The idea recently resurfaced in urban discourse following a study by Nature Cities, featured in The Economist, which assessed global cities on their potential to achieve the 15-minute city benchmark. Unsurprisingly, Paris topped the list, having already embraced the model under Carlos Moreno, a Sorbonne University professor who introduced it in 2016. However, when applied to Indian cities like Mumbai, the concept’s relevance becomes far less clear-cut.
Mumbai: Already a “15-Minute” City?
Contrary to perceptions, many parts of Mumbai have long embodied the essence of the 15-minute city—even before the term became fashionable. Essential amenities like neighborhood kirana stores, schools, and local markets are often within walking distance for most residents. The city’s mixed-use zoning—blending residential, commercial, and recreational spaces—naturally facilitates this proximity, unlike many Western cities where rigid zoning policies necessitate long commutes for even basic needs.
Mumbai’s primary commutes are typically for work, education, or leisure. Workplaces, concentrated in areas like Churchgate or Bandra Kurla Complex, remain unaffordable for most employees to reside in. Education, particularly at the college level, often requires travel due to limited options nearby. Leisure activities—museums, art galleries, or iconic landmarks—also compel people to traverse the city by choice. Yet, for daily essentials, many Mumbai neighborhoods are inherently self-sufficient, making the 15-minute concept feel redundant in these contexts.
The Western Lens and Its Incompatibility
The 15-minute city originated as a response to the car-centric design of Western cities, particularly in the United States, where residential zones are often isolated from commercial services. Urban sprawl forces reliance on private vehicles, increasing emissions and diminishing quality of life. Indian cities, however, are structured differently.
India’s urban fabric is characterized by mixed-use neighborhoods, bustling street markets, and an ingrained culture of walking or cycling for daily needs. Public transport, although strained, serves as the backbone of mobility, further reducing dependence on personal vehicles. In this context, the emissions-reduction argument of the 15-minute city is better addressed by expanding and modernizing public transport networks rather than reconfiguring neighborhoods to reduce commuting distances.
Risks of Ghettoization
A significant drawback of the 15-minute city model is the potential for social isolation. By creating self-sufficient neighborhoods, the concept risks segregating people into insular bubbles based on class, caste, or religion. In a diverse and stratified society like India’s, cities thrive on their ability to foster interaction across social divides.
Harvard economist Edward Glaeser’s research on the 15-minute city in New York highlights this concern. He found that increased local reliance often correlated with “higher experienced segregation,” limiting the casual, cross-demographic interactions that define urban life. For Indian cities, implementing such a model at scale could inadvertently reinforce existing inequalities, trapping marginalized communities in underdeveloped neighborhoods while wealthier enclaves enjoy better infrastructure.
Lessons for India’s Urban Planners
Rather than rushing to adopt the 15-minute city as a universal model, Indian urbanists should consider the country’s unique context. Millions of Indians already experience a “few-minutes-away” lifestyle, accessing nearby shops, schools, and services with ease. For those who don’t, expanding public infrastructure—be it reliable transport, affordable housing near employment hubs, or green spaces—should take precedence over reimagining city layouts.
Reducing emissions and improving urban living conditions doesn’t necessarily require a 15-minute framework. Workplace buses, school transport systems, and better public transit can achieve similar goals without disrupting the organic flow of Indian cities.
Conclusion
The 15-minute city is an appealing concept on paper, particularly in Western urban contexts where car dependency and rigid zoning policies dominate. But for Indian cities like Mumbai, where mixed-use neighborhoods and vibrant street life already promote accessibility, the model offers limited benefits. Instead, planners should focus on expanding public transport, improving existing infrastructure, and fostering inclusivity to ensure cities remain dynamic spaces for all residents.
Rather than blindly importing urban trends, India must develop solutions rooted in its own unique cultural, social, and economic realities.
Author: This news is edited by: Abhishek Verma, (Editor, CANON TIMES)
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