**4. Discussion**

The previous section illustrates that the urban planning processes, as well as the social, political, economic, and environmental factors that have structured the MMZ have failed to fulfil the accessibility conditions that the population requires. Hence, it becomes clear that a change of approach in planning is needed, where high-capacity transit and car-oriented mobility paradigms need to be left behind to adopt an accessibility-based process.

In order to move away from motorised vehicle dependence, not just mobility has to be restructured, but also the land use mix throughout entire cities. The localisation of opportunities in the city dictates the mobility patterns of the population; therefore, if cities want to concentrate on moving people rather than vehicles and creating access instead of traffic, a systemic change to the urban structure is required.

The previous results demonstrated that accessibility can provide extremely disaggregated data based on specific variables. This information is useful for having a starting point for planning processes by identifying priority areas in which to intervene and improve. Nevertheless, additional variables, especially concerning qualitative data (entitlement rights, a specific level of hospital attention, etc.) and social preference, have to be taken into account to obtain a more close-to-reality accessibility model.

After assessing and analysing the accessibility levels of the MMZ and of the Distrito Tec Area, the following recommendations regarding planning processes can be made:


have a key role in influencing the structure of the city through building permits. Thus, they should not provide any permits to create residential areas unless they ensure that the needed land use mix will be available for the local population to address their daily needs;


Nevertheless, the transformation of its urban structure to a denser area will bring massive social, economic, and environmental benefits to the local population in the short, middle, and long term;


As part of the further research that can be performed to complement the current investigation, it will be important to incorporate more socio-economic and demographic factors that help provide a more accurate understanding of the qualitative differences that also affect the degree of accessibility in a given city. By doing so, the relationship between marginalisation levels and other social variables such as income, age, or gender with the level of accessibility will become clearer, providing useful data for developing public policies and urban interventions. Considering new accessibility measures to other destinations as green areas, universities and minor employment centres and more local commerce such as pharmacies or small shops can provide very useful data of the local level configuration of the city in different areas. These additional measures can also help to develop specific public policies based on the topic being analysed; for example, accessibility to green areas.

Even though the concept of the 15 minutes city focuses on transport modes such as walking and cycling, it would be relevant to run the accessibility measures using other transport modes, especially public transport and private vehicles. For this to be done, it is important to generate the necessary data, such as GTFS for public transport and a database that provides the average speed for private vehicles per road per time of the day.

The previous paragraph encloses a compilation of ideas that could complement and expand the current scope of work. It is important to consider that multiple variables play a dynamic role in the analysis of accessibility in a city, and by understanding this, it becomes clear that the possibilities to analyse accessibility from different perspectives are vast.
