## 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:  
1. **Rethink the planning of the city starting at the local level. ** The results demonstrate that the MMZ is extremely heterogeneous and that not all of the population of urban areas has the same needs. Hence, before thinking about what interventions at a large scale have to be made, it is important to understand what is happening at the microlevel. To do so, speaking to citizens and opening citizen participation spaces are crucial to extract relevant information about what are the most important needs. If this process is replicated throughout the entire city, many of the metropolitan issues will be solved without having to perform metropolitan interventions. This is a win-win procedure, as the authorities spend less of their budgets and do so more wisely and local people obtain tailor-made solutions to their problems;
2. **Embrace land use mixture. ** People need more than their house to carry out their daily lives. Therefore, each neighbourhood should have enough land use mixture to allow the local population to access commercial activities, recreation, education, employment, and health. If people can find all these opportunities in the vicinity of their household, mobility and all its negative effects would dramatically reduce. Furthermore, the short distances that people would require to travel would encourage the use of sustainable transport modes such as walking or cycling. The authorities  
Figure 21: Number of supermarkets reachable within 15 min of travel by bicycle. 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;
3. **Promote the use of bicycles and other micromobility vehicles. ** The results demonstrate that using a bike drastically increases the number of destinations that a person can reach in a given time. Therefore, the improvements that have to be made in terms of mobility and transport networks in the MMZ and at the local level should concentrate on increasing the quality and coverage of public transport for metropolitan journeys and creating open streets with safe and comfortable cycling lanes for short and local trips. By doing so, the number of destinations (opportunities) does not necessarily have to be increased, but only the ease of reaching them.