Hello, I am posting this message on the recommendation of Mr. Elie Guitton, who suggested I reach out to Mr. Alain L'Hostis. I am currently conducting research on accessibility times for local amenities, based on the "15-minute city" framework. I have found limited information regarding two specific points: The rationale behind the 15-minute threshold: What is the specific basis for this 15-minute limit? Is it an arbitrary/political threshold, or is there a formal academic justificat

This publication presents a detailed overview of the 15-minute City concept and related policy fields. It contains a collection of case studies and examples from 100 cities and the reader gain insights into international practical definitions, strategies, and experiences of implementation. If you are are interested in this topic it definately worth to have a look here.

The success of shared mobility and micromobility solutions is often tied to their integration with other transport modes, particularly public transport networks that offer reliable and affordable options for longer trips. These solutions are frequently discussed in relation to solving the "last mile" problem, which can be a significant barrier to public transport adoption. However, the effectiveness and usage patterns of shared mobility and micromobility solutions can vary considerably b

Does the 15 mn city approach bring in the urban development realm new ideas that were not existing at all or that were not emphasised before?

The concept of the 15mc is quite clearly defined with a focus on baskets of services and their access conditions by active modes, but when it comes to implementing the idea, what exactly is included in the policy package?

15 min city concept emphasizes walking and cycling as preferred modes. But what about public transport in this approach? What is/could be the connection between Transit Oriented Development and the 15mC?

Are 15 minutes city principles applicable in low urban density contexts?

Alain L'Hostis