These variables can be related to social preference (e.g., a family prefers one school over another), demographic (group ages of the population in a specific area), entitlement to health services (whether a person has the right to receive attention at a specific hospital or not), or level of service of the opportunities (this has to do with opening hours, capacity and type of service provided), among others. Figure 1: Urban representation of Distrito Tec, in the City of Monterrey. It is crucial to fully analyse these variables before suggesting or making any interventions in the land use or mobility network of a given area, as they drastically affect the level of accessibility for the local population. Nevertheless, to do so goes beyond the scope of work of the current research project, which aims to provide a preliminary diagnosis of urban accessibility at the metropolitan and local level and relate it, only for the local level, to the 15 minutes city planning approach. \"La ville du quart d'heure\" or 15 minutes city is an urban concept developed by [PERSON] where he imagines a city where every urban dweller can access her/his daily necessities within a maximum of 15 min of travel time by foot or bicycle [13]. The 15 minutes city implies an urban shift from car-oriented cities to proximity-based cities, upon the idea that \"quality of urban life is inversely proportional to the amount of time invested in transportation\" [13]. In this sense, the 15 minutes city concept emphasizes urban planning at the local (neighbourhood) level and concentrates on promoting accessibility rather than mobility. The focus is on diversifying land use to guarantee that every part of the city has enough green space, housing, public services, recreation areas, and jobs, at the local level, instead of developing more or higher capacity transport networks. Micromobility plays a key role in 15 minutes cities, as it promotes people's ability to access all local opportunities by walking or by using a bicycle. Hence, there is a special interest in creating open streets that foster activity in the public space and make walking and cycling safe and comfortable [13]. As a result of recent planning trends such as the 15 minutes city and a transition of transport modes from vehicles to active mobility (such as walking, cycling, etc. ), accessibility has taken a spotlight in the planning paradigm by encouraging ideas such as mobilising people rather than motorised vehicles; creating access, not mobility; and thinking first at the local level [14]. To analyse to what extent Mexican cities are prepared to become accessible or 15 minutes cities and have a safe, comfortable, and realistic transition to active mobility, it is necessary to understand the transport modes and the availability of activity locations, as well as cultural, economic, political and social factors that may promote or oppose such transformation. Hence, the use of urban accessibility measures represents an adequate approach to comprehend travel times and distances and their implications in a social, economic, and environmental dimension. The results represent a key input to detect accessibility issues and develop solutions for them. They also are usable knowledge that can be easily transmitted to the local population to socialise and cocreate interventions, projects, and public policies that can transform the local environment into a safer, more livable, affordable, accessible and sustainable place. Finally, it must be said that large Latin American cities have specific socio-economic and spatial characteristics that make them very different from cities of similar sizes in other parts of the world [15]. Recognising and working with these specific characteristics has been an important part of the development of the project, to suggest and reach results that are relevant and tailor-made for the nature and context of the MMZ and Distrito Tec.