dor_id: 19214

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590.#.#.d: Los artículos enviados a la revista "Investigaciones Geográficas", se juzgan por medio de un proceso de revisión por pares

510.0.#.a: Consejo Nacional de Ciencia y Tecnología (CONACyT); Sistema Regional de Información en Línea para Revistas Científicas de América Latina, el Caribe, España y Portugal (Latindex); Scientific Electronic Library Online (SciELO); SCOPUS, Scimago Journal Rank (SJR); Bibliografía Latinoamericana en revistas de Investigación Científica y social (BIBLAT); Science Direct (Elsevier); Directory of Open Access Journals (DOAJ); Geographical Abstracts, Current, Geographical Publications, GeoDados

561.#.#.u: https://www.geografia.unam.mx/

650.#.4.x: Ciencias Sociales y Económicas

336.#.#.b: article

336.#.#.3: Artículo de Investigación

336.#.#.a: Artículo

351.#.#.6: http://www.investigacionesgeograficas.unam.mx/index.php/rig/index

351.#.#.b: Investigaciones Geográficas

351.#.#.a: Artículos

harvesting_group: RevistasUNAM

270.1.#.p: Revistas UNAM. Dirección General de Publicaciones y Fomento Editorial, UNAM en revistas@unam.mx

590.#.#.c: Open Journal Systems (OJS)

270.#.#.d: MX

270.1.#.d: México

590.#.#.b: Concentrador

883.#.#.u: https://revistas.unam.mx/catalogo/

883.#.#.a: Revistas UNAM

590.#.#.a: Coordinación de Difusión Cultural

883.#.#.1: https://www.publicaciones.unam.mx/

883.#.#.q: Dirección General de Publicaciones y Fomento Editorial

850.#.#.a: Universidad Nacional Autónoma de México

856.4.0.u: http://www.investigacionesgeograficas.unam.mx/index.php/rig/article/view/56661/52701

100.1.#.a: Murata, Masanori; Delgado Campos, Javier; Suárez Lastra, Manuel

524.#.#.a: Murata, Masanori, et al. (2017). ¿Why the people don´t use the Subway? The impact of the transportation system on Mexico City´s structure. Investigaciones Geográficas; Núm. 93. Recuperado de https://repositorio.unam.mx/contenidos/19214

245.1.0.a: ¿Why the people don´t use the Subway? The impact of the transportation system on Mexico City´s structure

502.#.#.c: Universidad Nacional Autónoma de México

561.1.#.a: Instituto de Geografía, UNAM

264.#.0.c: 2017

264.#.1.c: 2017-08-01

506.1.#.a: La titularidad de los derechos patrimoniales de esta obra pertenece a las instituciones editoras. Su uso se rige por una licencia Creative Commons BY-NC 4.0 Internacional, https://creativecommons.org/licenses/by-nc/4.0/legalcode.es, para un uso diferente consultar al responsable jurídico del repositorio por medio del correo electrónico dianachg@igg.unam.mx

884.#.#.k: http://www.investigacionesgeograficas.unam.mx/index.php/rig/article/view/56661

001.#.#.#: 073.oai:ojs.pkp.sfu.ca:article/56661

041.#.7.h: spa

520.3.#.a: According to available data (2007), the subway of Mexico City transports 13.5% of total passengers; less than any other means of transportation, such as collective taxis (44.9%) or private cars (22.1%) do. This tendency has not changed in 2015. To explain this low mobility, factors such as home-to-station walking distance, station location and density, socio-economic variables, (income, education, sex, age, motive, automobile property), transshipment and waiting time were examined. The analysis revealed: i) that subway users are willing to travel a distance of up to 800 meters in order to arrive to a train station, ii) the resultant buffer of the subway stations is considered an area of influence but it covers only 16.6% of the metropolitan surface area, iii) area known as “walkable” was also considered iv) density of stations is one third of the one at Tokyo and nine times less than at the municipality of Paris. These characteristics are a serious problem for a costly system that still influences the urban structure of the city. The Mexico city´s subway system register daily: the 4.1 million trips as round trips and the 2.2 millions one-way trips related to work, school, shopping or entertainment. This next step was to analyze the daily trips from the periphery of the city toward the center that reach up to 1.5 million users, and cause the saturation to seven of the available final stations. In this condition, we have the second hypothesis that there are different logics of decision for the subway use between the “walkable” and periphery citizens. In the first place, citizens normally choose the subway over other means of transportation aforementioned, (collective taxi, private car, suburban bus or taxi) after taking travel time budget into consideration. In the second place, the amount of passengers who can finish their trips at the station was compared to the amount of passengers who cannot. The analysis showed how the deficient coordination of transportation added to the poor urban planning concentration only shopping and study areas around the stations affect the population. Therefore, some subway passengers can finish their trips at the stations, while others have to, not just add another means of transportations, but also the walking distance and the waiting time. These issues are associated to the transfer times, “walkable” environment, urban planning and station facilities, such as moving walkway, elevators. Therefore, the users have four options: a) take the subway at least one time in the course of the journey b) choose another means of transportation; c) finish their journeys at the subway stations or d) add another means of transportation after the subway use. Then the logistic regression is applied twice to test the probabilities. Through the first regression, the obtained value of pseudo R square of Negelkerke (0.38) shows that -contrary to other cities-, passengers use the subway less to go to work (1.03) less than to go shopping (1.2). The high value of transshipment variable (41.0) shows the importance of taking this factor into account. The low- income residents (2001 to 8000 pesos per month) use the subway more than the medium-income residents (8001 to 12000 pesos per month). Furthermore, the second regression with pseudo R square of Negelkerke (0.3) reveals that passengers tend to use this modality more to go shopping (0.8) or to their place of study (0.17) than to get to  work (-0.2) because the main universities and the traditional market places (mercado) are located around the stations. It is possible to assume that a longer waiting time and a higher number of the transshipment may discourage people to travel by subway. Once the odds ratio of walking a distance between 400 and 800m decreases from 8.3 to 5.1, it is possible to assume that a walking distance between 0 and 400m may be the strategic areas to increase its use. Concluding, it is possible to increase the use of the subway system by improving the functionality at current stations as well as urban areas around them. Finally, some urban planning guidelines are suggested to achieve a more efficient system operation.

773.1.#.t: Investigaciones Geográficas; Núm. 93

773.1.#.o: http://www.investigacionesgeograficas.unam.mx/index.php/rig/index

022.#.#.a: ISSN electrónico: 2448-7279; ISSN impreso: 0188-4611

310.#.#.a: Cuatrimestral

264.#.1.b: Instituto de Geografía, UNAM

doi: https://doi.org/10.14350/rig.56661

handle: 00fa71bc4255a2c3

harvesting_date: 2023-08-23 17:00:00.0

856.#.0.q: application/pdf

245.1.0.b: ¿Por qué la gente no usa el Metro? Efectos del transporte en la Zona Metropolitana de la Ciudad de México

last_modified: 2023-08-23 17:00:00

license_url: https://creativecommons.org/licenses/by-nc/4.0/legalcode.es

license_type: by-nc

_deleted_conflicts: 2-f993644d4f87919fcc9820eb8a5c8f68

No entro en nada

No entro en nada 2

Artículo

¿Why the people don´t use the Subway? The impact of the transportation system on Mexico City´s structure

Murata, Masanori; Delgado Campos, Javier; Suárez Lastra, Manuel

Instituto de Geografía, UNAM, publicado en Investigaciones Geográficas, y cosechado de Revistas UNAM

Licencia de uso

Procedencia del contenido

Entidad o dependencia
Instituto de Geografía, UNAM
Revista
Investigaciones Geográficas
Repositorio
Revistas UNAM
Contacto
Revistas UNAM. Dirección General de Publicaciones y Fomento Editorial, UNAM en revistas@unam.mx

Cita

Murata, Masanori, et al. (2017). ¿Why the people don´t use the Subway? The impact of the transportation system on Mexico City´s structure. Investigaciones Geográficas; Núm. 93. Recuperado de https://repositorio.unam.mx/contenidos/19214

Descripción del recurso

Autor(es)
Murata, Masanori; Delgado Campos, Javier; Suárez Lastra, Manuel
Tipo
Artículo de Investigación
Área del conocimiento
Ciencias Sociales y Económicas
Título
¿Why the people don´t use the Subway? The impact of the transportation system on Mexico City´s structure
Fecha
2017-08-01
Resumen
According to available data (2007), the subway of Mexico City transports 13.5% of total passengers; less than any other means of transportation, such as collective taxis (44.9%) or private cars (22.1%) do. This tendency has not changed in 2015. To explain this low mobility, factors such as home-to-station walking distance, station location and density, socio-economic variables, (income, education, sex, age, motive, automobile property), transshipment and waiting time were examined. The analysis revealed: i) that subway users are willing to travel a distance of up to 800 meters in order to arrive to a train station, ii) the resultant buffer of the subway stations is considered an area of influence but it covers only 16.6% of the metropolitan surface area, iii) area known as “walkable” was also considered iv) density of stations is one third of the one at Tokyo and nine times less than at the municipality of Paris. These characteristics are a serious problem for a costly system that still influences the urban structure of the city. The Mexico city´s subway system register daily: the 4.1 million trips as round trips and the 2.2 millions one-way trips related to work, school, shopping or entertainment. This next step was to analyze the daily trips from the periphery of the city toward the center that reach up to 1.5 million users, and cause the saturation to seven of the available final stations. In this condition, we have the second hypothesis that there are different logics of decision for the subway use between the “walkable” and periphery citizens. In the first place, citizens normally choose the subway over other means of transportation aforementioned, (collective taxi, private car, suburban bus or taxi) after taking travel time budget into consideration. In the second place, the amount of passengers who can finish their trips at the station was compared to the amount of passengers who cannot. The analysis showed how the deficient coordination of transportation added to the poor urban planning concentration only shopping and study areas around the stations affect the population. Therefore, some subway passengers can finish their trips at the stations, while others have to, not just add another means of transportations, but also the walking distance and the waiting time. These issues are associated to the transfer times, “walkable” environment, urban planning and station facilities, such as moving walkway, elevators. Therefore, the users have four options: a) take the subway at least one time in the course of the journey b) choose another means of transportation; c) finish their journeys at the subway stations or d) add another means of transportation after the subway use. Then the logistic regression is applied twice to test the probabilities. Through the first regression, the obtained value of pseudo R square of Negelkerke (0.38) shows that -contrary to other cities-, passengers use the subway less to go to work (1.03) less than to go shopping (1.2). The high value of transshipment variable (41.0) shows the importance of taking this factor into account. The low- income residents (2001 to 8000 pesos per month) use the subway more than the medium-income residents (8001 to 12000 pesos per month). Furthermore, the second regression with pseudo R square of Negelkerke (0.3) reveals that passengers tend to use this modality more to go shopping (0.8) or to their place of study (0.17) than to get to  work (-0.2) because the main universities and the traditional market places (mercado) are located around the stations. It is possible to assume that a longer waiting time and a higher number of the transshipment may discourage people to travel by subway. Once the odds ratio of walking a distance between 400 and 800m decreases from 8.3 to 5.1, it is possible to assume that a walking distance between 0 and 400m may be the strategic areas to increase its use. Concluding, it is possible to increase the use of the subway system by improving the functionality at current stations as well as urban areas around them. Finally, some urban planning guidelines are suggested to achieve a more efficient system operation.
Idioma
spa
ISSN
ISSN electrónico: 2448-7279; ISSN impreso: 0188-4611

Enlaces