The planning concept "15-minute city" has in recent years become a popular model, after which, for example, Mayor Anne Hidalgo plans and builds Paris. The model advocates a set time limit (15 minutes) during which the inhabitants of the city and the neighbourhood must be able to reach their daily nodes and needs by walking or cycling. Despite the name 15-minute city, the focus is not on zealously keeping this limit, but on the fact that all residents are being able to live locally in their neighbourhood. In the 15- minute city, car-use is greatly reduced, and the preferred means of transport are walking and cycling. However, the concept, which according to its author Carlos Moreno will generate better health and a more sustainable city, has been heavily criticized for contributing to gentrification and making unreasonable demands on the built environment. Similar concepts are implemented all over the world, for example in Munich, where this master's thesis has its point of departure. The purpose of the investigation is to be able to contribute to an ongoing debate about 15-minute cities and integrated neighbourhoods. More specifically, the purpose of this study is threefold: (1) identify strengths and weaknesses of the concept, (2) identify challenges that implementation of the concept may encounter in Munich and (3) identify challenges that implementation of the concept may encounter in three areas of varying character in Munich. Two of the areas already exist, one central and one peripheral, and the third area is being built according to the principles of an integrated local neighbourhood. The investigation has been carried out through a case study and the empirical material has been analysed through qualitative content analysis. Theories on what constitutes safe and lively streets and neighbourhoods as well as on how to construct long-lasting public spaces have been used as the theoretical framework. The results show that strengths with the concept include inherent resilience, an acceleration of the shift to sustainable transport, and that the concept appeals to a broad mass. Risks include a reduced desire to build in a recession, an imbalance in the distribution of resources and the concept per se being vaguely defined. The results also show that the high housing prices in Munich may make it more difficult for an implementation of the 15-minute city and that the built environment and public transport are deficient, which makes the implementation of the 15-minute city costly. Finally, the results show that the nature of the different areas generates different challenges. For example, the results indicate that the central area's biggest challenge is lacking infrastructure and political will, while the more peripheral area will be struggling to attract “urban amenities” and the area under construction is facing extensive difficulties in coordinating actors.