For a period that lasted decades, cities worldwide had the tendency to plan and build their mobility systems having one and only perspicuous protagonist; the private car. Attempting lately to change direction to deal with all the negative consequences that this past approach has caused, many cities are actively working towards finding ways to make a modal shift happen. The city of Amsterdam is no exception to this. Although often taken as an example of a great cycling – friendly city, at the same time it is suprisingly true that still nowdays a noteworthy part of the urban trips is made by car. Working towards the transition to a low-car city, is not always a “smooth path”; urban interventions in this direction often spark a heated debate between local authorities and residents. In this context, the present research focuses on the concept of low-car city and it aims at providing answers to the key questions “what, who, why” in terms of residents’ acceptance of the concept. Using Amsterdam as a case study, we investigate which measures/policies have the highest acceptance rates amongst different population groups and attempt to identify the existing barriers in cases where acceptance rates are low. Our methodological approach includes the design, implementation and analysis of two surveys to examine the views of two different key groups: the Amsterdammers and the policy-makers of the city. The first survey will be addressed to a diverse group of Amsterdam’s residents; people of different age, educational level, living in various areas of the city and having different travel habits. They will be asked to express their views when the measures in discuss are supposed to be implemented in the city centre but also regarding the possibility these same measures are implemented in their own neighbourhood. The policy-makers, including local and transport authorities’ representatives, will be asked about their own perceptions vs their expectations regarding the perceptions of residents about the same measures. Potential differences and discrepancies in the answers of these two groups will then be discussed and showcased. By studying the evidence that this research will provide, local authorities can obtain a holistic view of whether and how successful new low-car policies are expected to be. The insights that will be obtained for Amsterdam can be valuable for researchers as well as practitioners, adding to the state-of-the art of relevant applications elsewhere and opening an array of possibilities - from increasing the level of understanding among key actors of the complex topic of residents’ acceptance, to involving and informing the residents and thus facilitating the introduction of new urban interventions to them.

Understanding people's attitudes towards mobility and daily activity patterns is crucial for designing effective transport policies to build more liveable and resilient cities. Sustainable mobility, a pivotal factor in reducing urban emissions, requires a comprehensive knowledge of the multiple factors influencing people's mobility behaviours. Ensuring a just and inclusive transition necessitates carefully assessing these factors, particularly in light of existing inequalities in access to opportunities that disproportionately impact socioeconomically challenged communities. In urban policymaking, the neighbourhood assumes a central role in implementing impactful strategies. Current urban planning models, such as the 15-minute city or Barcelona's superblocks, exemplify the growing momentum in prioritising local access and promoting sustainable mobility and liveability. However, emphasising the significance of neighbourhoods does not imply viewing them in isolation; instead, it underscores their importance as the highest spatial resolution and, in some cases, the smallest administrative unit conducive to effective policymaking. Our project seeks to provide a highly detailed characterisation of neighbourhoods across the Netherlands, focusing on the mobility attitudes of their inhabitants. The first step in our methodology involves developing a geodemographic profile for each neighbourhood --which we equate to Postcode 6 (PC6) boundaries, the smallest geographical unit in the country-- using data from the Centraal Bureau voor de Statistiek (CBS). When PC6 data is unavailable, we disaggregate higher-level data into PC6. Next, we quantify built-environment characteristics by assessing access to basic amenities (e.g., supermarkets, schools, healthcare facilities, green spaces) and conducting a morphometric analysis to quantify urban form (the spatial distribution of buildings, blocks, and streets). These elements enable us to evaluate the physical components influencing different mobility behaviours. Once demographic and built environment characteristics are established, we extract mobility patterns using sequence analysis and machine learning techniques from The Netherlands' annual travel survey (ODiN). These patterns are then assigned to each neighbourhood based on complementary data extracted from ODiN. Our work aims to enhance our comprehension of people's mobility and activity patterns. By integrating spatial distribution of mobility behaviours with geodemographic and built environment analyses, we seek to offer a more holistic understanding of potential drivers behind varying attitudes towards mobility. Crucially, our work strives to unveil potential inequalities in access to opportunities and modes of transport that may be impacting disadvantaged communities nationwide.

This study proposes a novel methodology that integrates indirect audit with GIS-based tools to provide a comprehensive and efficient assessment of walkability at the neighborhood level. Walkability is a central element of scientific discourse, recognized as pivotal in creating livable, sustainable, and economically vibrant cities. It promotes physical activity, social interaction, access to amenities, reduces greenhouse gas emissions, and attracts businesses. However, existing walkability assessment methods have limitations. Macro-level assessments lack fine-grained detail, while micro-level assessments are costly and time-consuming. Our approach defines walkability as both the degree to which a neighborhood's open space encourages and supports walking as the primary mode of mobility and the presence of destinations that meet daily needs within walking distance. Our methodology comprises three key components: (1) assessing the number and variety of opportunities reachable by walking, (2) determining the distance to these opportunities, and (3) evaluating the open space system's suitability based on safety, comfort, attractiveness, and pleasantness. The result is a gravitational accessibility measure, enhanced by a composite index that highlights deficiencies in the open space system and guides interventions. We apply the methodology to the Ponticelli district in Naples (Italy), showcasing its effectiveness and transformative potential. The results effectively identify areas with varying levels of walkability, offering valuable insights for policymakers and practitioners to prioritize areas for targeted interventions. We also validate the methodology through a collaborative survey of portions of the system of open spaces. The results show a strong correlation with the composite index, providing further evidence of the methodology's reliability. This research underscores the collaborative nature of urban development in creating innovative solutions. We believe that our findings align with the conference's emphasis on scientific and societal insights, contributing to improving urban environments and addressing challenges in mobility, thereby enhancing the overall livability, sustainability, and economic stability of cities. Keywords: Liveability, Sustainable Mobility, Walkability, GIS-based tools, Gravitational Accessibility, Urban Open Space

The well-being of the ageing population in urban areas has become a rising concern. The walkability of cities is a crucial factor in maintaining the mobility and health of older individuals. Therefore, it is of utmost importance for cities to prioritise the ageing population's needs, particularly regarding walkability. As we strive to create cities that cater to people of all ages, it is essential to grasp the nuances of walkability for older adults. This concept encompasses more than just pedestrian accessibility; it involves a comprehensive evaluation of urban environments, considering factors such as feasibility, accessibility, safety, comfort, and enjoyment. These factors form the "Hierarchy of Walking Needs," developed by Alfonzo in 2005 and widely utilised in research. A city's success in becoming age-friendly depends, in part, on its ability to address the needs and preferences of older pedestrians. Through extensive research, we have discovered that safety and comfort are the top priorities for seniors, indicating that these aspects should be given special consideration. Numerous assessments have been conducted to evaluate walkability, but few have concentrated on creating neighbourhoods specifically welcoming older adults. This paper aims to fill this crucial gap by developing a comprehensive spatial assessment model tailored to the elderly demographic. The study addresses three main questions: Does the Walkability index vary across different age groups? Can we build a walkability model for the elderly? Can we create an intuitive dashboard to help them choose the best walking routes? We select the pedestrian-friendly pathways in Zone One of Central London. These streets were determined by various built environmental characteristics at the neighbourhood and pedestrian eye levels. Along with the logic of quality-level walkable environments (i.e., Feasibility, Accessibility, Safety, Comfort, and Pleasurbility), we further identified the factors contributed to each level and quantified them by ADE02K deep learning model based on Google Street View(GSV) and ArcGIS tools. Overlayed index models were visualised on the PowerBi platform. Additionally, this study precisely describes the Multicriteria Spatial features of streets to identify how walkability varies between quality levels and age groups. These findings can benefit planners seeking to create age-friendly walking environments and older individuals looking for better walking routes.