Can “co-creation” help cities find a new way to solve their problems?

Hamburg: one of the cities exploring the benefits of “co-creation”. Image: Getty.

Every city is a puzzle. Where do you build new houses? What happens to traffic flow if you add another pedestrian crossing to a busy road? Why aren't more people using the sports facilities at their local park?

Questions like these, along with countless others that touch upon everything from bus shelters to bollards, are the sort of thing that keep urban planners up at night. Sometimes they dream up the right answer; sometimes their solutions anger local communities – especially if those communities feel they haven’t been properly consulted.

But what if there was a way to tap into the collective wisdom of citizens and involve them in shaping their surroundings?

That’s the promise of co-creation, which aims to break down hierarchies between local government, business, academia, citizens and other stakeholders. Ideally it should lead to greater innovation, better targeting of resources and an increased sense of ownership of projects and their outcomes. In short, it’s a bi- or multi-directional approach to problem solving, rather than a top-down or bottom-up one.


Private sector companies have been toying with the technique for some time, drawing on the loyalty of their customers to tap into ideas that might not arise in the boardroom and foster support for new products. Then there's OpenIDEO, a well-established "design and innovation" platform for people who want to use their talents to solve global challenges such as climate change and the energy crisis.

Now an increasing number of cities are using co-creation platforms to tackle challenging issues like mobility, air quality and urban regeneration too. The Nexthamburg project, for example, was launched in 2009 to source innovative and creative ideas for urban development in Hamburg.

Medellín, Columbia, has also developed a platform called Mi Medellín to sound-out citizen solutions to urban challenges. And Better Reykjavik allows Reykjavik citizens to submit their ideas for everything from school opening times to new playgrounds, and played a key part in the transformation of the main commercial street in the city, the Laugavegur, to a pedestrian only zone.

OrganiCity, a €7.2m EU-funded project, aims to apply co-creative practices to three leading smart cities: Aarhus, London and Santander. Rather than searching for the perfect solution to every urban problem, the project aims to shift the focus of smart city intiatives toward experimentation. At its core lies a recognition that if smart cities haven’t delivered on their promise so far, it’s because they’ve all too often been viewed as a series of technological challenges that need to be solved, rather than a complex cultural, financial, legal and organisational one.

A screenshot from Mi Medellín. Click to expand.

Aarhus, London and Santander are very different cities – culturally, organisationally and size-wise – so experiments which work across all three cities could eventually work in other cities that join the project. A quarter of the OrganiCity budget (€1.8m) will also be set aside for an estimated 25-35 projects suggested by citizens. There will be two open calls for submissions; the base challenges for the first open call in January 2016 are mobility, air quality and connecting communities (which is a particular concern for London citizens).

“There's lots of stuff the bottom-up approach can do,” says John Lynch, who's leading the project on behalf of Future Cities Catapult, “but there's lots that it can't. And the top-down approach tends to be ‘go to the public and do a qualitative analysis or survey, or run a couple of focus groups and meet-ups, or stick a piece of paper on a lamppost and hope someone reads it’. We're hoping we can, as far as experimentation goes, make it a bit more of a mutual process.”

Lynch hopes the platform will ultimately act as a networking and enabling service for innovation. “Imagine if, when you have an idea, there's a lounge you can go to where you can find out how to run a workshop and develop it further,” he says, “or about some technology you can immediately hook onto, or someone who has a similar idea who you could collaborate with.”

Ideas for experiments will be sourced through a combination of workshops, meetups, conferences and online discussion on message boards and social media. The hope is that a more open approach to experimentation will stop smart city projects becoming trapped within health, environmental and urban mobility silos, which can limit the overall effectiveness of a smart city.

Along for the ride

It's not hard to see how co-creation could also help tackle some of the problems associated with urban regeneration projects, which alienate long-standing communities. Dr Rachel Sara, the programme leader for Master of Architecture course at the University of the West of England, believes co-creation can also help to break down barriers between academia and citizens too.

By way of example, she points to Hands-on-Bristol, a co-creative initiative which saw students and academics collaborating with the Bristol community on a number of live projects. Nooks and Crannies, for instance, focused on the redesign of a link bridge and access lane; while the Redcliffe Wharf Outdoor swimming project produced a design for clean, safe and financially viable swimming within Bristol Harbour.

A screenshot from Hands-on-Bristol. Click to expand.

These projects allowed students to experience the conflicting agendas of diverse groups, and local citizens got to benefit from resources that often remains trapped within the university. “We wanted an architectural education to be much more connected with the city in which it's a part,” says Sara. She describes the live projects as “forms of cultural and community activism” that aim to “empower the participants to take direct action and change their spaces to better suit their needs”.

The form-filling, red-tape and town hall meetings that are the bread and butter of traditional public participation can seem rather stale in comparison to platforms like CitizenLab, a new civic engagement platform that any city can roll-out. It allows anyone to come up with an idea, post it, interact with other people's ideas and upvote their favourite ones via anonymous polls. Gamification techniques are also used to reward citizens for their input; every action they take results in an increase of their engagement score. This in turn leads to citizen badges and real-life benefits like theatre tickets.


Like many other co-creation platforms, CitizenLab is designed to shift participation in urban planning beyond a select group of vocal citizens who have the time and motivation to attend town hall meetings. "That’s the main advantage of online civic engagement,” says Wietse Van Ransbeeck, founder and chief executive Of CitizenLab. “You can reach an audience that otherwise you would never reach."

With cities facing increasingly complex issues around affordable housing, public transit, gentrification and climate change, it seems likely that more of them will seek to tap into an underutilised resource: citizens with smart ideas.

"I believe we're moving beyond an era where we are willing to let the state decide what our neighbourhoods need," says Sara. Given how many cities are now experimenting with co-creation techniques, it seems she might well be right.

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To make electric vehicles happen, the government must devolve energy policy to councils

The future. Image: Getty.

Last week, the Guardian revealed that at least a quarter of councils have halted the roll-out of electric vehicle (EV) charging infrastructure with no plans to resume its installation. This is a fully charged battery-worth of miles short of ideal, given the ambitious decarbonisation targets to which the UK is rightly working.

It’s even more startling given the current focus on inclusive growth, for the switch to EVs is an economic advancement, on an individual and societal level. Decarbonisation will free up resources and push growth, but the way in which we go about it will have impacts for generations after the task is complete.

If there is one lesson that has been not so much taught to us as screamed at us by recent history, it is that the market does not deliver inclusivity by itself. Left to its own devices, the market tends to leave people behind. And people left behind make all kinds of rational decisions, in polling stations and elsewhere that can seem wholly irrational to those charged with keeping pace – as illuminted in Jeremy Harding’s despatch from the ‘periphery’ which has incubated France’s ‘gilet jaunes’ in the London Review of Books.

But what in the name of Nikola Tesla has any of this to do with charging stations? The Localis argument is simple: local government must work strategically with energy network providers to ensure that EV charging stations are rolled out equally across areas, to ensure deprived areas do not face further disadvantage in the switch to EVs. To do so, Ofgem must first devolve certain regulations around energy supply and management to our combined authorities and city regions.


Although it might make sense now to invest in wealthier areas where EVs are already present, if there isn’t infrastructure in place ahead of demand elsewhere, then we risk a ‘tale of two cities’, where decarbonisation is two-speed and its benefits are two-tier.

The Department for Transport (DfT) announced on Monday that urban mobility will be an issue for overarching and intelligent strategy moving forward. The issue of fairness must be central to any such strategy, lest it just become a case of more nice things in nice places and a further widening of the social gap in our cities.

This is where the local state comes in. To achieve clean transport across a city, more is needed than just the installation of charging points.  Collaboration must be coordinated between many of a place’s moving parts.

The DfT announcement makes much of open data, which is undoubtedly crucial to realising the goal of a smart city. This awareness of digital infrastructure must also be matched by upgrades to physical infrastructure, if we are going to realise the full network effects of an integrated city, and as we argue in detail in our recent report, it is here that inclusivity can be stitched firmly into the fabric.

Councils know the ins and outs of deprivation within their boundaries and are uniquely placed to bring together stakeholders from across sectors to devise and implement inclusive transport strategy. In the switch to EVs and in the wider Future of Mobility, they must stay a major player in the game.

As transport minister and biographer of Edmund Burke, Jesse Norman has been keen to stress the founding Conservative philosopher’s belief in the duty of those living in the present to respect the traditions of the past and keep this legacy alive for their own successors.

If this is to be a Burkean moment in making the leap to the transformative transport systems of the future, Mr Norman should give due attention to local government’s role as “little platoons” in this process: as committed agents of change whose civic responsibility and knowledge of place can make this mobility revolution happen.

Joe Fyans is head of research at the think tank Localis.