Social urbanism: Peñalosa and Gehl on inclusive cities

Social urbanism is the planning approach that puts social inclusion and quality public space at the centre, against approaches that prioritise infrastructure or economic growth. It seeks cities that serve people — interaction, equity, access to basic services — and in which the needs of every citizen, whatever their economic, social or physical condition, are represented. The term was born in Medellín, with the programmes of Sergio Fajardo (2004–2007) that brought libraries, schools and transport to the poorest districts; here it is explained through two of its references, Enrique Peñalosa and Jan Gehl.

Enrique Peñalosa: streets before cars

Enrique Peñalosa, mayor of Bogotá in two terms (1998–2001 and 2016–2019), is known for defending a city that prioritises pedestrians and cyclists over cars. In his first term he pushed the cycle network, the construction of parks and public libraries and TransMilenio, the bus rapid transit system opened in 2000. Peñalosa argues that the quality of public space reflects a society's values, and that investing in accessible, high-quality infrastructure for everyone, above all in vulnerable sectors, is the way to reduce inequality: a well-designed city changes people's lives and promotes cohesion and equity.

Jan Gehl: cities for people

Jan Gehl, a Danish architect and planner, has spent half a century defending people-centred urban design, from Life Between Buildings (1971) to Cities for People (2010). For Gehl, cities must be designed at human scale, with pedestrian streets, parks and public spaces that encourage social life and physical activity, and be welcoming and safe for everyone regardless of age, gender or socioeconomic condition. Wide streets for walking, active squares and nature woven into the urban fabric are the pillars of his method, which measures urban life by counting who is in the street and what they are doing.

Peñalosa and Gehl agree that quality public space is the basis of inclusion. Parks, squares and pedestrian streets improve the physical environment and act as meeting places where people from different backgrounds cross paths and build ties. Gehl has shown that well-designed spaces encourage citizens to take part in urban life, reduce segregation and improve perceived safety; Peñalosa adds that those spaces must be accessible above all to disadvantaged sectors, which tend to lack quality public infrastructure and need it most.

Design and public policy

Both warn that social urbanism is not only design but public policy. For these ideas to materialise, governments must prioritise investment in infrastructure that benefits the majority rather than projects that favour elites. Peñalosa argues that quality public transport and equitable access to public space should be treated as rights in a city; Gehl insists on bringing citizen participation into planning so that projects answer real needs rather than the model on the table.

Social urbanism thus proposes a city centred on equity, inclusion and the wellbeing of all its inhabitants. By designing quality, accessible public spaces it seeks social cohesion and less inequality, and by prioritising people over infrastructure built for the car or for limitless growth it turns cities into more liveable, just and sustainable environments. Medellín, Bogotá and Copenhagen are the proof that it works when it is sustained over time.