it is good, you could even see your stolen car drive down the road.

mmmm – it appears to be more against the separate policy being introduced increasing traffic / car restrictions, which the article itself states is not the same policy as the '15 minute city' concept. I don't see the causality link there, TBH, other than that's how Oxford have chosen to implement it by dovetailing with vehicle restrictions. Doesn't Oxford have the highest bike use or journeys by bike in the UK? Sort of makes sense for them to develop that and accommodate it somehow. Their bike first approach would never work in Croydon, for example.

Cars are pretty important generally, even to wealthy people – I think if you said no cars at all in this zone it wouldn't just be tradies and the poor kicking off. It would be dysfunctional and penal economically.

It's also worth pointing out that the concept itself is not inherently anti-car, nor can it be really.

As long as you implement it sensibly and with consideration, then I see no reason why it can't benefit everyone. The problem is, as with everything, people (more specifically councils) implementing it badly.

I get the point about penalising people who can't afford to go electric, for example... and I'd say that phasing out combustion more gradually would be a better idea. It's going to happen anyway because of commercial decisions by carmarkers, but maybe you don't get that universal change without a bit of over legislation. However change always has losers. That's life unfortunately.

There appear to be plenty of cities that have already implemented it successfully, and not all have done so by being predominantly 'anti-car'

Barcelona’s ‘superblock’ approach, first implemented in the Poblenou neighbourhood which has seen a 31% increase in the number of ground-level commercial establishments – rising from 65 to 85 – indicating a positive impact on commercial activity.

Bogotá’s ‘vital neighbourhoods’ vision, which is aiming to improve quality of life by improving streets and communities, including through a series of children’s priority zones centred around childcare centres.

Buenos Aires is working to bring green space, fresh food markets, health services, recycling points and other amenities to every neighbourhood, and improving walking and cycling infrastructure – including by creating one of the world’s largest car-free zones.

Melbourne began implementing a 20-minute pilot programme in three areas, and established a Movement and Place framework that puts people at the centre of transport planning, informed by a Local Liveability study. The city’s research found that 20 minutes is the maximum time that people are willing to walk to meet their daily needs locally.

Milan is upgrading streetscapes through its open squares and roads programmes, sustainable urban mobility plan, and introduction of a 30 km/h city speed limit (down from 50 km/h) on 60% of the road network.

Paris is treating schools as neighbourhood ‘capitals’, enabling these properties to serve multiple functions alongside childhood education, and working to strengthen local commercial networks, services and production under a ‘Produced in Paris’ brand.

Portland benefited from baseline studies that sought to understand the potential of 20-minute neighbourhoods, and an anti-displacement action plan that aims to ensure equitable development and reduce displacement and its impact – both developed with the participation of residents.

Did you know? 98.0000001% of people are morons.