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•Examine the potential role of MaaS as a transport demand management (TDM) tool.•Conduct a stated choice experiment among employees in the Netherlands.•Show that MaaS could be a promising TDM when combining carrots (low MaaS package prices) and sticks (parking price increases).•Examine the behavioral change potential per user category.

•Longitudinal analysis with 2014, 2015 and 2016 waves of Netherlands Mobility Panel.•3-Year random intercept cross-lagged structural equation panel models were estimated.•Young adults show very stable behaviour over time regarding mode use and mode preference.•Changes in frequency of mode use have a stronger effect on mode preference than vice versa.•Young adults subjected to life events are more likely to change travel behaviour.

The 15 min city (or “X-minute city” in general) concept aims to give people access to all essential services and daily needs (e.g., healthcare, education, etc.) within X minutes of active transportation, to improve transport equity, sustainability, and traffic safety. To date, there is a lack of methods and tools to assess to what degree cities currently, or after implementing policies, comply with the X-minute city concept. This research aims to develop a methodology for quantifying the X-minute city through a metric (CSx) that was developed based on an accessibility framework and tested for cycling mode in the Utrecht region in the Netherlands as a study area. Travel data from the Netherlands mobility panel were analysed to determine input characteristics of the metric, such as the weight of destination types. Standardized gravity-based 2-step floating catchment area (2SFCA) accessibility scores for all destination types were weighted and aggregated into a composite metric that shows relative scores as an X-minute city. The results of the analysis show that 100% of the population in the Utrecht region has access to at least one destination for all 9 destination types within 15 min, whereas this number reduces to 94% within a 10 min cycling threshold; indicating the status of Utrecht as a cycling city with cycling-friendly infrastructure. Furthermore, low-income groups do not have lower cycling accessibility to the services in the 15 min city in the study area, reinforcing the notion that cycling can be an effective solution to reduce transport inequalities. The developed metric can be used to assess cities on their way towards becoming X-minute city, prioritise neighbourhoods to develop, set quantifiable goals, and evaluate planning scenarios.

This paper describes the performance of a smartphone app called MoveSmarter to automatically detect departure and arrival times, trip origins and destinations, transport modes, and travel purposes. The app is used in a three-year smartphone-based prompted-recall panel survey in which about 600 smartphone and non-smartphone owners participated and over 18,000 validated trips were collected during two weeks. MoveSmarter is concluded to be a promising alternative or addition to traditional trip diaries, reducing respondent burden and increasing accuracy of measurement, but there is room to improve trip and mode detection rates and the efficiency of battery consumption.