Fix That Mix

How can cities ‘fix the mix’ and shift away from car dependency? Philippe Rode has an idea—or more. From rethinking road pricing and parking fees to creating vibrant mobility hubs, and from redefining governance to bridging the urban-rural divide, he shares his bold vision for a more sustainable urban future and cities that truly serve their people.

Interview with Philipp Rode, elaborated by Alessia Giorgiutti. 

POLIS: You are uniquely positioned at the intersection of urban design, transport, and governance. How do you see these elements contributing to a multimodal transport future? And what does ‘fix the mix’ mean to you in this context, especially as it relates to the theme of the Opening Plenary of the POLIS Conference?

Philipp Rode: ‘Fix that mix’ implies the current system is not functioning as it should, and I would agree. There is too much unnecessary travel—empty trucks, underutilised cars, goods moving back and forth inefficiently. Above all there is the issue of the dominance of private automobiles, which in many ways is anti-urban, as cities designed around cars lose the very qualities that make them urban, like walkability, density, and social interaction.

‘Fixing that mix’ means increasing sustainable travel modes and reducing the need for harmful, socially damaging travel—understanding how much travel we actually need. When we prioritise walking, for example, we also imply reducing travel distances. It’s a shift from just moving people faster between A and B to rethinking why we’re moving so much in the first place.

Integrated governance is key. It allows for joined-up policies and programs that improve both mobility and accessibility. Cities and transport systems hold the promise to connect people to opportunities, goods, and each other, and transport policy can be further improved to focus on reaching destinations. However, traditional transport planning often focused on speed and efficiency between two points, without considering the impact on the places themselves. The result is that A and B just get farther apart, undermining the very idea of accessibility.

To create a truly integrated transport system, we need to consider land use, urban design, and architecture alongside transport. In most cities, these remain separate worlds. But they must come together, including social policy—affordability, inclusivity, and access to housing. Even if public transport is great, if it is too expensive, it is inaccessible for many people.

Multimodality, where different modes are used for different parts of the journey, is critical. A truly sustainable city cannot rely on one mode of transport for every trip. Door-to-door car travel leads to sprawl, but breaking trips down by speed, distance, and capacity allows for density and a higher quality of urban life. This is where policy plays a role, by reallocating transport investments away from car subsidies and focusing on sustainable alternatives supported by higher parking fees and inclusive zoning.

And finally, digital connectivity offers a huge opportunity for accessibility. Sometimes improving virtual access is more effective than physical infrastructure upgrades. Freight is also central to urban transport, and pricing systems that encourage efficient, last-mile deliveries are critical. Reducing car ownership and shifting toward smaller, more efficient vehicles will play a huge role in fixing the mix.

POLIS: You mentioned car ownership and how it's sometimes still indispensable, especially in rural areas or for commuting. How can we apply the ideas you have mentioned beyond urban areas? How can regional planning help bridge the urban-rural divide?

Rode: This is a really important question. Some argue the car is a problem in cities but a solution in rural areas. There is some truth to that, but I do not think we should stop looking for alternatives, particularly in the urban periphery. For truly remote areas, the situation is different, but for areas on the outskirts of cities, there is a lot we can do.

First, we need to stop building low-density settlements at the periphery. Instead, we should focus on creating higher densities, better-quality housing, and more mixed-use areas. Even in more remote places, if you have a compact urban setup, you are already improving accessibility.

Next, we need to create nodes of access in the periphery—mobility hubs around train or bus stations, for example, that can serve as centres for micromobility options like e-bikes, shared cars, or even on-demand buses. These hubs replicate the efficiency we see in city centres, with a focus on decentralised concentration. It is about creating smaller hubs of intensity to connect more dispersed areas.

There is a great example of this from my hometown in southern Germany, where increasing the frequency of local rail services has transformed the area around the station. Suddenly, there are more services—cafés, e-scooters, on-demand buses—without a significant increase in population. It’s about enhancing the infrastructure and services.

Finally, we cannot forget that many rural residents do not drive—whether they are too young, too old, or cannot for health reasons. There are equity issues at play, and boosting public transport and mobility services in rural areas is crucial. Switzerland is a great example: it is expensive, yes, but the commitment to high-quality public transport across the country shows how it can work.

POLIS: You have mentioned mobility hubs, which are increasingly popular in both urban and peri-urban areas. But one concern is that these hubs could take away from active travel and public transport—especially when micromobility becomes a substitute. How do we ensure that public transport remains the backbone of the system?

Rode: That is a valid concern, but I think we should not overreact to short-term shifts in behaviour. A well-functioning public transport system is designed for the long term—decades or even centuries in the case of rail. So, yes, you might see fluctuations with micromobility, but that does not change the fundamental role of public transport.

Public transport is the backbone of mobility-as-a-service: there is no question about that. The key is managing these systems together. Mobility hubs and public transport must be physically integrated. Of course, there is clearly a hierarchy between them, but it would be a terrible mistake not to equip a major public transport hub with MaaS opportunities and, at the same time, randomly dumping e-scooters and bikes in a large metropolitan rail station should be discouraged. We need to think about the entire neighbourhood around the station, integrating all modes of transport thoughtfully, as well as managing vehicle swaps and short-term parking proactively.

One important point is that walking is an integral part of this system. We sometimes overlook how pleasant a well-designed pedestrian environment can be. If people arrive at a mobility hub, it is okay for them to walk the last stretch—provided the environment is attractive and safe. The goal is to design these spaces as complete urban environments, not just transit points.

In the competition between public transport and micromobility, pricing is a key lever. Public transport should always be more affordable, especially for longer trips. It is important to maintain a clear price differential that reflects the social value of each mode. I am less concerned about competition from cycling or e-bikes: yes, they require more space, but they contribute to well-being and reduce the reliance on cars—the real priority is shifting space from cars to more efficient modes.

POLIS: Are there cities or regions that are leading the way in terms of multimodality, where others could look for inspiration?

Paris’ mobility in 2020, Jerome LABOUYRIE

Rode: Yes, there are some excellent examples. In Europe, London and Paris stand out, particularly within their central areas. London’s approach, driven by space constraints and a long-term shift away from car dependency, is a good model. The political leadership has embraced a clear policy, and the public has supported it, which is key.

Smaller cities also offer inspiration. Places like Tübingen and Freiburg in Germany, Utrecht in the Netherlands, and even Milan, Italy, are doing great work. Utrecht, for example, has one of the busiest train stations in Europe and is a leader in integrated mobility. Swiss cities, even relatively small ones, are excellent at managing their transport systems efficiently.

POLIS: And what about the role of automated vehicles and smart infrastructure in this shift toward multimodality? How do these elements fit into the broader governance strategies we have previously discussed?

Rode: Automated vehicles and smart infrastructure are part of the broader shift toward data-driven governance. Cities need to develop platforms that integrate all forms of transport, with multimodal apps becoming one-stop solutions for journey planning, payment, and navigation.

The key challenge for cities will be maintaining control over these systems. This includes ensuring that automated vehicle services, data platforms, and pricing tools serve the public good. Cities will need to partner with private companies but keep public interests front and centre.

Metropolitan governance also needs more capabilities around digital innovation, not just in transport infrastructure but also in pricing tools and virtual management systems. Participation will be key as well, and moving from traditional public consultations to more deliberative forms of engagement—like citizen assemblies—will help cities experiment with new approaches more democratically and effectively.

POLIS: Maybe thinking outside of the box could also help with this—I am thinking of cities and regions getting inspired by emergency governance initiatives. We collectively experienced COVID-19, but what are the lessons that have shaped your thinking on urban governance and could as well inspire local authorities?

Rode: Emergency governance gained prominence during COVID-19, but it really started with the climate emergency declarations around 2018. The pandemic accelerated the need for rapid, coordinated action. Three main takeaways are relevant to our conversation.

First, multi-level governance is critical. Cities cannot just be passive actors following national orders; they need to provide feedback to national and regional governments, especially because national governments often do not fully understand the complex trade-offs in urban transport, particularly the tensions between advancing automotive industries and fostering sustainable urban development.

Second, financing is central. During any emergency, funding is reprioritised. For transport, that means investing in solutions that address both carbon emissions and space efficiency. Electrification of vehicles is part of the solution, but it does not address space use. For cities, reducing the space cars take up is even more important than reducing their emissions.

Finally, there is a tension—but also an opportunity—between democracy and rapid decision-making in emergencies. During COVID-19, we saw how quickly things could change when people felt there was an urgent need. There is an opportunity to harness that sense of urgency for addressing long-term issues like climate change. One just needs to reach their hand out and take it.

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About the contributors: 

Interviewee: Philipp Rode, Executive Director of LSE Cities and Associate Professor (Education) at the School of Public Policy. With his extensive expertise in urban development, sustainable transport, and governance, Rode explores the critical role public transport plays in building a sustainable mobility ecosystem and how we can integrate diverse modes to achieve an efficient, affordable, and greener future. 

Interviewer: Alessia Giorgiutti, Communications & Membership Lead & Co-Coordinator Just Transition at POLIS. Giorgiutti coordinates POLIS' corporate communications and magazine and has been involved in several EU-funded projects as a Communications Manager. She currently supports other managers and officers on tasks related to content production and communication for their projects. Her work focuses on making accessible and inclusive content about transport, as well as highlighting the experiences of marginalised users.