4.2.3. Principle 3: Distributed and networked urban system

4.2.2.3. Role of private automobile transport

It should be noted that the multi-modal transport system does not curb cars totally, rather prioritises use of cars only for people in need (like disabled and old people) and promoting slow modes of mobility for those who can. Some authors suggest that since cities are in the phase of transition to completely adopt TOD (Transit Oriented Development) and many suburban areas in cities across the globe don’t have quality provision of public transit in suburban regions, people are forced to use personal cars (Cheng et al., 2007; Gil Solá et al., 2018; Jabareen, 2016). A similar view is shared by Pécresse, Valérie, president of the regional council for Île-de-France, ‘“Some people don’t have any solution other than driving into Paris for work, because they don’t have the means to live there.” (Pécresse as cited in O’Sullivan, 2020, para. 22) To tackle the issue, all the three cities have adopted policies based on promoting carpooling. The comprehensive plans of Melbourne and Portland have framed policies to support private firms to offer car-pooling as well as bike sharing services. Portland and Paris are promoting car-pooling by dedicating car-parking lots to ‘car-pool only’ parking lots. Paris has taken an employee-based approach to reduce car-based trips, by giving incentives to private firms by promoting use of public transit and slow modes of transport among employees.

4.2.2.4. Mobility as a Service (MaaS)

This sub-principle requires to see transport planning as not just an installation of infrastructure, but to rather look at it from the perspective of reducing mobility and increasing efficiency of people. Therefore, it broadens the scope from just transport planning to service and information provision to commuters by methods and means of mobile applications, citizen kiosks, etc. For example, Paris, under Paris En Commun strategy has installed citizen kiosks in neighbourhoods to provide information to people about the local services. Such measures not only help reduce commute but also help promoting local retail and increasing social cohesion in the neighbourhoods.

4.2.3. Principle 3: Distributed and networked urban system

Although Compact city concept may reduce trips to local amenities, depending on the urban density and diversity found in the city. Boussauw et al., (2010) found that shorter commutes relate to the function of ‘Job accessibility’. This is justified by the fact that ‘job commute’ is the most plastic trip of the day and people organize their daily schedules based on job (McCahill, 2018). Therefore, proximity to ‘jobs’ within a compact city should include economic structures that are distributed across the territory rather than being monocentric which may increase transport pressures in one part of the city, especially during office rush hours. This warrants