## 3 Analysis and Results
### Distrito Tec Area
In this sense, it can be said that using bicycles as the main travel mode, the Distrito Tec Area can be considered a 15 minutes city. Figure 11: Average time to the 5 closest public primary schools travelling by foot. Figure 12: Average time to the 5 closest public secondary schools travelling by bicycle. However, when the computation was run using foot as the travel mode, the accessibility levels drastically dropped (See Figure 13). As the share of trips done by bike is very low for the MMZ (only 0.8%), the current research project assumed that most of the population attending secondary schools uses other transport modes. In this sense, it is important to highlight the benefits, in terms of accessibility, that fostering the use of bicycles as the main travel mode would bring. One key factor to promote the use of bicycles is to create the safety conditions that users require; thus, implementing cycling lanes and open streets would be mandatory. Figure 14 shows the average time by AGEB to reach the five closest public high schools by bike. The density of destinations is extremely low, not only in Distrito Tec (one) but in all the surrounding areas. Hence, the levels of accessibility are significantly lower compared to other variables. Only five out of eleven AGEBs in Distrito Tec can access the five closest destinations in a maximum travel time of 15 min. The other six are in the class above of a 16-20 min travel time. The surrounding areas at the south and east of Distrito Tec have an absolute lack of destinations. As a result, the population living there has to travel through Distrito Tec  
Figure 14: Average time to the 5 closest public high schools travelling by bicycle. Figure 13: Average time to the 5 closest public secondary schools travelling by foot. and other areas to reach a public high school. This phenomenon creates traffic in all the surrounding areas and other negative effects. Again, a computation considering walking as the main travel mode to reach public high schools was included (see Figure 15). The accessibility results are worrying, as all the AGEBs within Distrito Tec, and the surrounding areas, demand a \(\geq\)31 min travel time. Hence, despite which travel mode is taken, it can be argued that the Distrito Tec Area cannot be considered a 15 minutes city regarding access to public high schools. As seen along with the previous examples, education has many additional variables that have to be taken into consideration such as student capacity, local population age groups, etc., in order to entirely assess how accessibility behaves in the local area. Nevertheless, the accessibility measures are an excellent departing point for understanding the impact of transport modes and services' density on accessibility patterns. The next variable is access to commercial activities, specifically to supermarkets. Due to a lack of public markets, as seen in many other Mexican cities, Monterrey's population does most of their grocery shopping at supermarkets. Hence, supermarkets are one of the most frequented destinations among the local population, and access to them is key to guaranteeing satisfactory quality of life. According to the 2020 INEGI census, the average number of inhabitants per household in the MMZ is 3.18 people. This indicator is relevant given that people tend to buy groceries not for one, but for three persons when they go to the supermarket. For that reason, the bought items can be difficult or heavy to carry if the individual travels by foot or bicycle, so many people prefer to use motorised vehicles such as cars or public transport. Nevertheless, if accessibility to supermarkets is high, people would be encouraged to visit supermarkets more often than once per week and buy fewer items per visit so they could avoid the need to use a motorised vehicle. Access to health is probably one of the most important things for an urban dweller, and this has been exemplified throughout the entire COVID-19 pandemic [22].