The objective of this activity is to consciously explore the space from the perspective of children and their caregivers. Participants learn about principles for designing and planning cities that are friendly to children and their caregivers, so that they can experience a different perspective: that of the inhabitants who have normally been excluded from decision-making in the city.

"You can't tell what will work for our cities by looking only at suburban housing developments, manipulating scale models, or inventing dream cities." — Jane Jacobs

This brief activity aims to accompany adults in experiencing the city from a different perspective and to promote spaces for the perspective and opinion of the youngest inhabitants of our cities. Children and their caregivers have been completely neglected by the leaders of their cities. Their plans and budgets have been used, primarily, to create cities that prioritize the use of the private vehicle. For example, in the city of Quito, almost half of the budget of the 2009–2025 Urban Plan is directed toward "improving" roads, both urban and suburban. So much so that, for every 100 dollars allocated to mobility according to the plan, barely 3.3 dollars go to the pedestrian (3.3%), 1.88 dollars to bicycles (1.88%), 43 dollars to roads (43%), and 49 dollars to public transportation (49%)—which, at the time of the plan, mostly corresponds to the construction of the metro; the remainder, around 3%, is allocated to management. This kind of city planning continues to encourage the use of the private car, since creating more facilities for vehicle circulation promotes the growth of the vehicle fleet. This phenomenon is known as induced demand. The more roads that are created, the greater the number of vehicles that will take to the streets, and in just a few years, these "solutions" will be obsolete.

Furthermore, it is known that it is men who travel most by private vehicle, while women (generally with more caregiving responsibilities), children, and adolescents are the ones who walk or use public transportation the most. While men make approximately two trips per day, women report making six trips per day on average. However, investment in the mobility system prolongs gender inequities, since it prioritizes the trips made by the male population. This decision-making generally happens because those in positions of power or technical roles are men who have not been exposed to different realities, or because of the lack of data in local governments.

This is why Huasipichanga invites inhabitants to explore their city, especially from perspectives different from the ones they are used to. After experiencing the city at 95 cm in height, the visitors of the MIO22 project shared their observations. We were able to hear their concerns at feeling very close to the wheels of vehicles traveling at high speeds, at not being able to easily see both sides of the road before crossing, or at how easy it was to become disoriented when only able to see the legs and feet of the people around them. As well as their sense of safety and calm at being inside a park, away from roads and motorized vehicles.

In conclusion, the first step for inhabitants to have the empowerment and desire to use public space is for them to know their rights and the power to claim them. On the other hand, a single individual is not able to build citizenship on their own. Since the human being is a social being, common interest is capable of strengthening the general will and obtaining benefits that any individual alone would be unable to achieve. This means that citizens together are capable of questioning and changing the decisions of city planners. And finding the solutions to improve public space is only possible by traveling through the city from perspectives different from the ones we are used to, talking with its inhabitants, walking, using public transportation, and, above all, by observing and listening.