Given the significant development of the urban areas in the last decades, recent parliamentary reports pointed out the existence of important territorial disparities in the organization of care by underscoring “deficits and defects in the health system”. The “Hospital, Patients, Health, Territories” Law of the 21st July 2009 launches a reform aiming at ensuring an equal access to the health care system from any point of the territory and at ensuring a more effective care delivery. The SAMU system (Emergency Medical Aid Service) created 30 years ago in order to organize the urgent medical aid at the level of each department, has to adapt itself to this reform. In France, the handling of calls arriving to the SAMU system involves a medical diagnosis. The medical decision, in the most serious cases, consists in sending a SMUR (Reanimation and Emergency Mobile Service) team on scene. However, since its creation, the SAMU-SMUR system does not have appropriate performance indicators, its performance being evaluated only at the volume of activities realised by the system. In urban areas, where the problems of accessibility are important, the analysis of the current system identified some deficiencies: the ratio of SMUR teams arriving on scene in less than 10 minutes after the reception of the call was lower than 21% (observation from SAMU 94 data). The SAMU system is therefore a perfect example of urban service illustrating the gap between the hospital and the sustainable city concepts. For this system, since urban constraints are very strong, it is difficult to guarantee an access to the care within the period of time recommended by the medical review of literature (direct relationship between mortality and time). The objective of this project is to optimise the organisation of the service provided by the SAMU-SMUR system by using a systemic approach taking into account all the elements of this complex care delivery system in an urban context. We therefore aim at working on the whole organization and the medical strategy of the SAMU system by deploying a multi-disciplinary approach based on the most relevant and recent scientific methods and technologies in order to respect the target times for critical pathological situations. The method will be developed by using data from pilot departments having maximum urban environmental constraints. It can then be deployed to the other French urban areas. The project consortium consists in: the SAMU 94 and 4 research laboratories (EA 4390 of UPEC,, LGI lab of ECP, COGIT Lab of IGN and LVMT of ENPC.).. The scientific program is structured over 7 tasks: 1 - definition of the objectives 2 - identification of urgent medical situations by new technologies 3 - quantitative performance evaluation of the global system 4 - definition of the system architecture and data flows 5 - simulation of various scenarios to optimize the static structure of the system 6 - simulation of dynamic scenarios in order to propose real time options to physicians 7 – development of organizational recommendations, a computer aided tool that enables to redefine the organization and a demonstrator for real-time operations The 24 months duration project will provide 6 deliverables: deliverable 1: methodological guidelines for the optimization of SAMU operations deliverable 2: an optimization model enabling to improve SAMU operations in urban areas deliverable 3: recommendations for a better identification of medical emergency situations deliverable 4: specifications for a decision-making software to be used by the regulating SAMU physician deliverable 5: design of a demonstrator illustrating the information flow, the interfaces between systems, their update and the tracing of data deliverable 6: recommendations towards the town planning process in terms of accessibility needs for medical emergency services

Reducing car dependency is one of the main goals of urban transport and land-use policies. In France, urban policies have primarily focused on the development of public transport and the restriction of car use. These policies have been quite effective in city centres. However they have been thwarted by the growing sprawl of households and economic activities, which have been accompanied by a multi-polarization of daily trips and an increase in distances travelled by car. There is a huge literature on the determining factors of car dependency (socio-economic, spatial, psychological…) and on the difficulties in changing individual daily travel behaviour. On the other hand there is little research on the policies that would encourage households to demotorise (i.e. to reduce the number of the cars they own) in a permanent manner, and on the conditions under which demotorisation could be effectively accompanied by a significant reduction in car use. The few studies available on this topic, mainly based on quantitative data, highlight that demotorisation remains a rare phenomenon, and that it is often related to economic constraints or a change in the household size (like the death of one of the partners or children moving out). However we assume that a thorough research on recent tendencies regarding demotorisation (observed in some dense parts of urban areas) is necessary in order to inform public stakeholders on the strategies to implement in order to reduce the number of cars owned by the households and mitigate the negative social and environmental consequences associated to car use, in a context where the image of the automobile is changing, ICT provide new perspectives regarding the organisation of daily activities (e-commerce, teleworking…) and mobility services (car sharing, carpooling…), and where urban forms are changing at various scales (ecodistricts, polycentrism…). Based on the analysis of four French urban areas (Paris, Lyon, Bordeaux and Dijon), and on quantitative and qualitative methodologies, the MoDe (Motives for Demotorisation in Urban Areas) research project has three goals. The first aim is to generate an overview, at the household scale and over long time scales, of the (socio-economic, psychological, spatial) motives which explain sustainable demotorisation. Beyond the role of biographical factors and instrumental and non-instrumental (symbolic and emotional) motives, accent will be put on the influence of social and urban contexts, and on the way the different factors interact in the long-run and lead to demotorisation, which will be considered as a process (and not as an isolated decision). The second aim seeks to describe and analyse the relationship between demotorisation, travel behaviour (especially car use) and social inequalities (mobility and accessibility). This comprehensive analysis will ensure the efficacity and the sustainability of public policies aiming at reducing the number of cars in urban areas. Indeed the third objective of MoDe is to address recommendations to policy makers in the fields of transportation and land-use with the goals to reduce car ownership, decrease car use and mitigate socio-spatial inequalities. The researchers are from sociology, psychology, geography, economy and planning. Additionally a close collaboration will be built in the four selected urban areas with policy makers who have already expressed their interest for the Mode project: they accepted to be interviewed (in order to help us understand the local contexts) and to participate in two workshops with the researchers in the middle and at the end of the project.

The ACUTE project aims at establishing a Knowledge Hub for ENUAC that enables exchange within the field of urban accessibility and connectivity. The purpose is to overcome the fragmentation of findings, experiences, competencies and results. ACUTE addresses the challenges of sustainable urban passenger mobility, freight transport, connectivity and accessibility as an integral and essential part of sustainable urban development. ACUTE aims to create a space for stakeholder exchange and co-creation. It provides an inclusive environment for urban actors with diverse backgrounds (researchers, practitioners, public administrators, entrepreneurs, social innovators, etc.) to discuss current themes and priorities and identify the most pressing urban challenges of today and the future. ACUTE will support ENUAC-funded projects and enable cross-project cooperation. Also it will extract, consolidate and synthesise knowledge from these projects and provide it to other stakeholders and projects. Further it will initiate efforts to support practitioners and the mainstreaming of research results and provide strategic support for the future Horizon Europe Driving Urban Transitions (DUT) programme. ACUTE has a carefully selected consortium from geographically different regions and complementary areas of knowledge with contacts to relevant networks. This will ensure the dissemination of the project outcomes to many countries and cities in Europe.

The European Commission regards equality between men and women as a fundamental right and has implemented a dual approach to achieve gender equality. This involves integrating a gender perspective into the design, implementation, and evaluation of public policies, which is known as "gender mainstreaming". Furthermore, the Commission aims to eliminate, prevent, or remedy gender inequalities between men and women. Despite these measures, the implementation of gender mainstreaming in mobility policies remains a significant challenge today. This is evident from the persistent gender disparities in access to and experience of mobility. According to the latest Eurobarometer surveys conducted in 2020, women are less likely to own a car than men, with only 49% of women owning a car compared to 59% of men. Women also use public transport more frequently, with 31% of women using public transport compared to 24% of men. Women's mobility is also disproportionately affected by safety concerns such as the risk of harassment or road accidents. Additionally, women are responsible for travel related to care and domestic activities that are essential for the reproduction of life, which is commonly known as "care mobility". In the context where Europe is committed to reducing transport-related greenhouse gas emissions by 90% by 2050 under the Green Deal, public authorities are faced with the daunting task of ensuring equal access to amenities and taking proactive measures to promote sustainable, affordable and equitable mobility. This challenge is particularly critical in peri-urban and rural areas, which have a lower density of local amenities and high dependence on private cars. However, the gender dimension, which is a vital aspect of this challenge, is not well integrated, apart from its safety aspects. Although developing walking and cycling is considered a priority, the issue of unequal access to public spaces based on gender and the way in which the heteronormative framework influences urban planning, infrastructure, equipment, and vehicles are not adequately addressed or even not linked to sustainability issues. Furthermore, public transportation services and "new mobility services" are poorly adapted to the needs of diverse populations, including those related to gender, income, age, or belonging to minority groups. To achieve a truly sustainable and equitable mobility system, public authorities need to take a holistic approach that considers the gender dimension and the needs of all individuals in society. This includes rethinking urban planning, infrastructure, equipment, and vehicles to ensure that they meet the needs of diverse populations while also promoting sustainable mobility. In response to the concerned findings, the Fair Mobility aims at develop guidelines that integrate gender perspectives into mobility policies and services, particularly in peri-urban and rural areas. The project will conduct a comprehensive analysis of the current situation of mobility inequality and diverse needs for access to amenities using an intersectional approach. The next step will involve collaborating with the public and relevant stakeholders to develop effective tools to address gender inequalities and prevent gender-based discrimination in everyday mobility practices. The effectiveness of these tools will be tested in two pilot municipalities, Creil in France and Ebensee in Austria, with the participation of local stakeholders and the public. The consortium comprises university laboratories and NGOs with diverse skills, including mobility analysis, gender studies, urban planning, and public policy, from four European countries, namely Germany, Austria, France, and Romania. The consortium's network of partners and identification of successful practices across Europe will facilitate the assessment of the replicability of the tools in other municipalities, particularly in Germany and Romania.

Split between contradictory narratives –disappearance vs. great return – social scientists display a complex relationship to the working class as a subject of study. De-industrialization did not occur, but the transformations within Western economies have changed this social group. This leads us to renew our analytical framework. The main objective of the WORKLOG project is to impulse such a renewal by developing an original approach, which combines sociology of work, employment and lifestyles with urban studies. The starting point of the WORKLOG project are new forms of work organization and "proletarianization" of the tertiary sector. We focus on workers in logistics that occupy an intermediate position between industry and services and represent 1.5 million jobs in France and an equal amount in Germany (i.e. 13 % of total worker's employment in France). In the retail's sector, their work consists in getting the goods into cities, which is a core function for urban lifestyle. Having identified this group, we aim to understand what workers’ social practices outside warehouses are. Observing their residential areas, consumption practices and leisure activities, we aim to analyze how they create their own social spaces and to what extend they are autonomous or open to other influences. We see connections with other social groups, including dominant social groups, as a part of identity-building processes. First, we aim to show that logistic working class members create meaningful and consistent cultural universes despite that the latter are geographically and socially disseminated. Second, our ambition is to identify how similar social conditions and cultural circulations generate social forms that make sense together from the local to the international level. Empirical investigation of both hypotheses will be based on an ethnographic survey. Four samples of 20 employees each (a total of 80 employees) will be selected. They concern logistic parks and their workers in four cities: Paris, Orleans, Frankfurt/Main and Kassel. The first originality of the study is the use workplaces as an entry for fieldwork. Using this approach, we observe a limited group whose members share similar working conditions and we can analyze how those conditions affect their consumption and residential practices and leisure activities. The second originality is to conduct our investigation in two "world cities" and in their satellites. We will identify and analyze connections between “centers” and "peripheries", from the local to the international level. The third originality is to combine classical ethnography (interviews and participant observation) with a visual ethnographic method consisting in the production and collection of images (especially photography). This approach aims to report material and cultural universes for each field and to define what sort of visual references and categories of thought and judgment circulate among them and sometimes beyond. The WORKLOG project will include two phases. We will first map and compare residential and consumption practices and leisure activities. With the household as a unit of analysis we will compare forms of belonging within each single samples and across our different samples. Second, we will identify a set of practices common to our different samples, for example a sport, such as cycling or a hobby such as online video games. This will enable us to identify images and thought patterns that are interchanged by groups, both locally and globally, and that interrelate working class universes within and across social groups.