DOCSLIB.ORG

Efectos Del Transporte En La Zona Metropolitana De La Ciudad De México1

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Efectos Del Transporte En La Zona Metropolitana De La Ciudad De México1 Investigaciones Geográficas, Instituto de Geografía,UNAM ISSN 2448-7279, dx.doi.org/10.14350/rig.56661 ¿Por qué la gente no usa el Metro? Efectos del transporte en la Zona Metropolitana de la Ciudad de México1 Recibido: 29 de julio de 2016. Aceptado en versión final: 27 de enero de 2017. Publicado en línea (versión e-print): 5 de abril de 2017. Masanori Murata* Javier Delgado Campos** Manuel Suárez Lastra*** Resumen. Ese artículo aborda por qué el Metro de la Ciudad perar la lectura simple como unimodal o multimodal. Esto se de México se usa menos que otros medios de transporte, comprueba por medio de una regresión logística. Finalmente, según datos del 2007 y tambien de 2015. Explicamos esta demostramos que el sistema se elige menos para ir al trabajo baja movilidad por factores como la distancia de caminata a que para las compras; que el mayor número de transbordos las estaciones, la cobertura del servicio, la densidad de esta- desalienta su uso; que la razón de momios (odds ratio) para ciones así como la facilidad para el transbordo y los tiempos el rango de 0 a 400 m de caminata disminuye de 8.3 a 5.1 de espera. Los primeros resultados indican que los usuarios entre los 401 y los 800 m. Estos resultados sugieren que para caminan hasta 800 metros desde y hacia las estaciones. El incrementar el uso del Metro, sin construir nuevas líneas, se área de influencia de las estaciones es de 16.6% de la zona deben mejorar las condiciones para el transbordo y adecuar metropolitana y tenemos una estación cada tres km2, mientras los espacios exteriores a las estaciones. Tokio tiene una y París tres cada km2. En contraste, 44% de los viajes como segundo y tercer modo, llega a siete estaciones Palabras clave: Metro, modo de transporte, transbordo, terminales del Metro. Como aportación identificamos cuatro transporte multimodal, centro-periferia. secuencias entre diversos medios de viaje lo que permite su- Why the people don´t use the Subway? The impact of the transportation system on Mexico City´s structure Abstract. According to available data (2007), the subway of age, motive, automobile property), transshipment ability Mexico City transports 13.5% of total passengers; less than and waiting time were examined. any other means of transportation, such as collective taxis The analysis revealed: i) that subway users are willing to (44.9%) or private cars (22.1%) do. This tendency has not travel a distance of up to 800 meters in order to arrive to a changed in 2015. To explain this low mobility, factors such train station, ii) the resultant buffer of the subway stations is as home-to-station walking distance, station location and considered an area of influence but it covers only 16.6% of density, socio-economic variables, (income, education, sex, the metropolitan surface area, iii) area known as “walkable” 1 Este artículo forma parte de la tesis que Masanori Murata realizó en el Posgrado de Geografía de la UNAM para obtener el grado de Doctor en Geografía. * Posgrado en Geografia, UNAM ** Departamento de Geoagrafía Social, Instituto de Geografía, UNAM *** Departamento de Geoagrafía Económica, Instituto de Geografía, UNAM. M. Murata, J. Delgado Campos y M. Suárez Lastra was also considered iv) density of stations is one third of the subway stations or d) add another means of transportation one at Tokyo and nine times less than at the municipality after the subway use. Then the logistic regression is applied of Paris. These characteristics are a serious problem for a twice to test the probabilities. costly system that still influences the urban structure of the Through the first regression, the obtained value of pseudo city. Mexico city´s subway system register daily: 4.1 million R square of Negelkerke (0.38) shows that -contrary to other trips as round trips and 2.2 millions one-way trips related cities-, passengers use the subway in order to get to work to work, school, shopping or entertainment. This next step (1.03) less than to go shopping (1.2). The high value of was to analyze the daily trips from the periphery of the city the transshipment variable (41.0) shows the importance of toward the center that reach up to 1.5 million users, and taking this factor into account. The low-income residents cause the saturation to seven of the available final stations. (2001 to 8000 pesos per month) use the subway more than In this condition, we have the second hypothesis that there the medium-income residents (8001 to 12000 pesos per are different logics of decision for the subway use between month). Furthermore, the second regression with pseudo the “walkable” and periphery citizens. R square of Negelkerke (0.3) reveals that passengers tend In the first place, citizens normally choose the subway over to use this modality more to go shopping (0.8) or to their other means of transportation aforementioned, (collective place of study (0.17) than to get to work (-0.2) because taxi, private car, suburban bus or taxi) after taking travel time the main universities and the traditional market places budget into consideration. In the second place, the amount (mercado) are located around the stations. It is possible to of passengers who can finish their trips at the station was assume that a longer waiting time and a higher number of compared to the amount of passengers who cannot. The transshipment may discourage people to travel by subway. analysis showed how the deficient coordination of trans- Once the odds ratio of walking a distance between 400m portation added to the poor urban planning concentrating and 800m decreases from 8.3 to 5.1, it is possible to assume only shopping and study areas around the stations affect the that a walking distance between 0m and 400m may be the population. Therefore, some subway passengers can finish strategic areas to increase its use. their trips at the stations, while others have to, not just add Concluding, it is possible to increase the use of the subway another means of transportations, but also the walking system by improving the functionality at current stations distance and the waiting time. These issues are associated to as well as urban areas around them. Finally, some urban the transfer times, “walkable” environment, urban planning planning guidelines are suggested to achieve a more efficient and station facilities, such as moving walkway and elevators. system operation. Therefore, the users have four options: a) take the subway at Key words: subway, mode, walking distance, transfer, least one time in the course of their trips b) choose another center-periphery. means of transportation; c) finish their journeys at the INTRODUCCIÓN construir ciudad aun con subsidio del gobierno local. A pesar de la disyuntiva, su uso aumenta cada No hay duda de que el Metro permite una mayor vez más a nivel mundial y de 173 sistemas de este movilidad masiva de personas frente a cualquier tipo que había en 2016 se estima que para el año otro medio de transporte gracias a su capacidad 2020 habrá unos 210 (Abe, 2016). técnica, a las distancias que recorre y al tiempo Ante esa capacidad técnica y lógica territorial que toma para realizar un viaje. únicas, sorprende que el Metro de la Ciudad de Además, el Metro tiene una cierta incidencia México no haya incrementado el número de tramos sobre la ubicación del empleo y la vivienda, sobre desde 1989 (4.1 millones diarios). En términos de los usos del suelo a escala puntual alrededor de participación relativa respecto a los otros modos de las estaciones y a lo largo de sus recorridos, así transporte, el sistema ocupaba un modesto tercer como en las estaciones terminales, que actúan lugar, después de los taxis colectivos (peseros) y del como enlaces con otros sistemas de la periferia. automóvil (EOD, 2007), posición que mantenía en Esta capacidad para incidir sobre la estructura 2015, cuando ya operaba la línea 12. Menos com- territorial estimula un mayor uso del transporte prensible resulta que la expansión de la periferia público y subordina a otros modos secundarios siga aumentando sin control, ni se haya alcanzado de transporte. un uso más coherente, denso y diversificado en las Esta lógica territorial propia del sistema lo co- áreas interiores. loca al centro de una disyuntiva entre la búsqueda En este trabajo se exploran las causas posibles de rentabilidad del servicio en función del mercado de este bajo uso del Metro utilizando la infor- o el beneficio público de pasajeros y una forma de ][ Investigaciones Geográficas ¿Por qué la gente no usa el Metro? Efectos del transporte en la Zona Metropolitana… mación proporcionada por la Encuesta Origen REVISIÓN DE LA LITERATURA Destino (EOD) 2007.2 La hipótesis principal es que los usuarios toman esta decisión con base en El interés sobre los efectos principales del trans- las distancias que hay que recorrer hacia y desde porte en la estructura urbana responde a su pre- las estaciones, la densidad de estaciones del barrio, dominio sobre la lógica centro–periferia prevale- la facilidad para el transbordo entre el Metro y ciente en las ciudades modernas. Las referencias alguna otra modalidad disponible y los tiempos sobre el tema se han dividido en cuatro grupos, de espera entre esos posibles modos para llegar a únicamente para efectos de exposición. En el pri- tiempo al destino final. Los resultados apuntan mero se estudian los efectos más previsibles del a las dificultades que enfrentan los usuarios para transporte sobre el uso del suelo; en el segundo, distinguir la mejor opción para los itinerarios de- de forma similar pero más completa, interesa co- seados y factores sociales, como nivel de ingreso, nocer los cambios territoriales asocidos a distintos educación, género y edad, como causas probables modos de transporte, y en el tercero, se expone la para no usar el sistema, a pesar que se cuenta con disyuntiva entre adoptar políticas públicas dirigi- una capacidad instalada que podría movilizar a das a atenuar las desigualdades socioespaciales que más personas.
Load more

Recommended publications
  • Quintopozosd022.Pdf
    Copyright by David Gilbert Quinto-Pozos 2002 The Dissertation Committee for David Gilbert Quinto-Pozos Certifies that this is the approved version of the following dissertation: Contact Between Mexican Sign Language and American Sign Language in Two Texas Border Areas Committee: Richard P. Meier, Supervisor Susan Fischer Lisa Green Madeline Maxwell Keith Walters Contact Between Mexican Sign Language and American Sign Language in Two Texas Border Areas by David Gilbert Quinto-Pozos, B.S., M.A. Dissertation Presented to the Faculty of the Graduate School of The University of Texas at Austin in Partial Fulfillment of the Requirements for the Degree of Doctor of Philosophy The University of Texas at Austin May, 2002 Dedication To Mannie, who has been there every step of the way. Also, to my parents, Gilbert and Gloria, for their undying love and support. Acknowledgements This research has been supported by a grant (F 31 DC00352-01) from the National Institute on Deafness and Other Communication Disorders (NIDCD), National Institutes of Health (NIH), to the author. I am eternally grateful to many people who have contributed to this project. Without the involvement of Deaf participants, language consultants, colleagues who have discussed this work with me, and the love and support of my family and friends, this work would not have been possible. In particular, I would like to express my thanks to the Deaf participants, who graciously agreed to share samples of their language use with me. Clearly, without the willingness of these individuals to be involved in data collection, I could not have conducted this study.
    [Show full text]
  • UNIVERSIDAD AUTÓNOMA METROPOLITANA, Unidad Azcapotzalco DIVISIÓN DE CIENCIAS SOCIALES Y HUMANIDADES Maestría En Planeación
    UNIVERSIDAD AUTÓNOMA METROPOLITANA, Unidad Azcapotzalco DIVISIÓN DE CIENCIAS SOCIALES Y HUMANIDADES Maestría en Planeación y Políticas Metropolitanas LOS COSTOS DIFERENCIADOS DEL TRANSPORTE PÚBLICO EN LA ZMVM DANIEL RUÍZ ASCENCIO Tesis para optar por el Grado de Maestro en Planeación y Políticas Metropolitanas Miembros del Jurado: DIRECTORA DE TESIS: DRA. PRISCILLA CONNOLLY D. SINODALES: DR. EMILIO DUHAU LÓPEZ DR. ROBERTO REMES TELLO DE MENESES MÉXICO, D.F. ENERO DE 2013 Palabras Clave: Costos de transporte público urbano, Zona Metropolitana del Valle de México, Movilidad. Resumen: El presente documento se realiza como parte del trabajo terminal para la obtención del grado de maestro en planeación y políticas metropolitanas, y se destina a ser un diagnóstico cuantitativo y cualitativo de la situación actual de los viajeros en medios de transporte público, en la Zona Metropolitana del Valle de México, subrayando la diferencia en el costo que éste implica, el cual es más elevado en los municipios conurbados a la capital del país, y que sin duda ha significado un sacrificio mayor para las economías familiares de los habitantes que residen o se trasladan en dicho espacio, mediante en transporte público concesionado. En primer lugar se describe la manera en como se llevan a cabo principalmente los flujos diarios de movilidad en la metrópoli, caracterizados por orígenes y destinos. Para ello se utiliza la Encuesta de Origen y Destino 2007, levantada y publicada por el INEGI en 2008. Dicha base de datos sirvió a lo largo del documento como el insumo primario en la elaboración de la parte cuantitativa de esta tesis. Asimismo, se valió del uso de la Encuesta Nacional de Ingreso y Gasto de los Hogares de 2010, para comparar lo observado en ambas encuestas, respecto a los desembolsos monetarios en los que incurren los habitantes del espacio señalado, con motivo de transporte público.
    [Show full text]
  • Identificación De Problemas De Movilidad En La Ciudad De Bogotá Diana Marcela Vargas Beltrán Código: 539051 Universidad
    IDENTIFICACIÓN DE PROBLEMAS DE MOVILIDAD EN LA CIUDAD DE BOGOTÁ DIANA MARCELA VARGAS BELTRÁN CÓDIGO: 539051 UNIVERSIDAD CATÓLICA DE COLOMBIA FACULTAD DE INGENIERÍA PROGRAMA DE INGENIERIA INDUSTRIAL ALTERNATIVA VISITA TÉCNICA INTERNACIONAL BOGOTÁ 2018 IDENTIFICACIÓN DE PROBLEMAS DE MOVILIDAD EN LA CIUDAD DE BOGOTÁ DIANA MARCELA VARGAS BELTRÁN CÓDIGO: 539051 TRABAJO DE GRADO PARA OPTAR AL TITULO DE INGENIERO INDUSTRIAL DIRECTOR PhD(c). MSc. Esp. Ing. NOHRA MILENA LÓPEZ SÁNCHEZ UNIVERSIDAD CATÓLICA DE COLOMBIA FACULTAD DE INGENIERÍA PROGRAMA DE INGENIERIA INDUSTRIAL ALTERNATIVA VISITA TÉCNICA INTERNACIONAL BOGOTÁ 2018 Nota de Aceptación ________________________ ________________________ ________________________ ________________________ ________________________ ____________________________ Firma del presidente del jurado ____________________________ Firma del jurado ____________________________ Firma del jurado Bogotá, 27, noviembre de 2018 4 CONTENIDO Pág. INTRODUCCIÓN 1. GENERALIDADES 14 1.1 ANTECEDENTES 14 1.2 PLANTEAMIENTO DEL PROBLEMA 25 1.2.2 Formulación del Problema 25 1.3 OBJETIVOS 26 1.3.1 Objetivo General 26 1.3.2 Objetivos Específicos 26 1.4 JUSTIFICACIÓN 26 1.5 DELIMITACIÓN 26 1.5.1 Espacio. 26 1.5.2 Tiempo. 27 1.5.3 Contenido. 27 1.5.4 Alcance. 27 1.6 MARCO TEORICO 27 1.6.1 Historia Transporte Público En Bogotá. 27 1.6.2 La Era Del Tranvía En Bogotá. 27 1.6.3 Buses Y Trolebús. 29 1.6.4 En La Actualidad. 31 1.6.5 Transmilenio 32 1.6.6 Sistema Integrado De Transporte Público (SITP). 33 1.6.7 Planes Para El Metro 34 1.6.7.1 Etapas De Construcción De La Red Del Stc Metro México. 35 1.6.8 Logística perspectivas 2018 - Dr.
    [Show full text]
  • EL GAUCHO Another 'Tight’ Year
    EL GAUCHO Another 'Tight’ Year Vol. 49 - No. 46 Santa Barbara, California Wednesday, November 20, 1968 Faces State Schools SACRAMENTO (AP) — Another year of economy for the Uni­ versity of California and the state colleges is planned by the Reagan administration, Finance Director Caspar Weinberger disclosed Tuesday. Destroy American Racism- The economies—coming despite a surplus of about $100 m il­ lion this year—are expected to trigger a new fight between the Republican governor and Democrats in the legislature. Although outnumbered in the Assembly 41-39, the Demo­ Black Party Aim Says Seale crats must provide the votes for the two-thirds majority of 54 required for budget passage. The partisan split in the Senate is 20 20 He used the analogy of the - . By DENISE KESSLER “ I’m chained against this white “ The allocations to most of Garden of Eden to show how racist wall!” Seale charged. the agencies will be less than EG Staff Writer all Americans have been condi­ He then attempted to expose they expected,” Weinberger tioned towards unnatural no­ Finance Boss “ America has got to be sav­ how ‘ 4)Oth blacks and whites are said in an interview. “ We will ed!” was the theme of Chair­ tions. He claimed that when God brainwashed,” not only by our have no tax increases and we ordered Adam and Eve out of man of the Black Panther Party traditional institutions, which will have a balanced budget.” Paradise, it was like “com­ 'Called Down' Bobby Seale’s speech yesterday are based on absolutism, but He said that requests for new manding a pigeon to fly and then in front of approximately 2500 also by the rhetoric used today construction for UC and the col­ LOS ANGELES (AP) — The clipping his wings.” people.
    [Show full text]
  • Modernizing Public Transport in Mexico City
    WF-17 1997 THE AMERICAS William F. Foote is an Institute Fellow exami- ning the economic substructure of Mexico. The Business of Buses Modernizing public transport in Mexico City MEXICO CITY, Mexico March 7, 1997 By William F. Foote At 6:30 A.M. on Monday, April 10,1995, Mexico City's transport chief died vio- lently in his office. The government ruled it a suicide, even though two bullets had pierced Luis Miguel Moreno's heart. There were even more reasons for doubt. The week before, Moreno had de- clared the city's public bus company bankrupt. Route-100, as it was called, was to be liquidated. When the bus drivers' labor leaders were arrested on charges of graft, thousands of enraged union men hit the streets, paralyzing the federal capi- tal with violent demonstrations. Were they angry enough for murder? Nobody knew. But when more bodies turned up those of a city official and a judge, both involved in the case suspicion soared. It was quite an unfortunate way to kick-start the modernization of public trans- portation in Mexico City, yet the murky episode might have been inevitable. Route-100 had spun out of control. Founded in 1981, the public bus company had long been under the de facto control of its union, known as SUTAUR-100, which was of Marxist-Leninist persuasion. Its leaders had studied the workers' struggle in Cuba and Central America. They had allegedly financed the Zapatista guerril- las in Chiapas. For them, pub- lic transport was never a business, but rather a socialist tool to redistribute capitalist wealth.
    [Show full text]
  • Bus Rapid Transit Case Studies from Around the World
    SOCIAL, ENVIRONMENTAL AND ECONOMIC IMPACTS OF BRT SYSTEMS Bus Rapid Transit Case Studies from Around the World A program of the www.embarq.org Report by: Aileen Carrigan, Senior Associate Robin King, Director of Urban Development and Accessibility Juan Miguel Velasquez, Associate Transport Planner Matthew Raifman, Policy Expert Nicolae Duduta, Associate Transport Planner Design and layout by: Nick Price and Alizah Epstein, Graphic Designer [email protected] Social, Environmental and Economic Impacts of BRT Systems 1 CONTENTS EXECUTIVE SUMMARY 3 INTRODUCTION 19 OVERVIEW OF BUS RAPID TRANSIT 23 BRT IMPACTS ON CITIES 33 EMBARQ'S BRT IMPACT 45 EVALUATION APPROACH CASE STUDY: BOGOTA, COLOMBIA'S 49 TRANSMILENIO PHASES 1 AND 2 CASE STUDY: MEXICO CITY, MEXICO'S 59 METROBÚS LINE 3 CASE STUDY: JOHANNESBURG, 67 SOUTH AFRICA'S REA VAYA PHASE 1A CASE STUDY: ISTANBUL, TURKEY'S 77 METROBÜS FUTURE OUTLOOK FOR BRT 87 CONCLUSIONS AND RECOMMENDATIONS 97 REFERENCES 101 APPENDIX 108 2 About EMBARQ ACKNOWLEDGMENTS This report was funded by HSBC. Additional funding EMBARQ catalyzes and helps implement environmentally, support was provided by Bloomberg Philanthropies. socially and financially sustainable urban mobility and Data and analysis for the Bogota case study were urban planning solutions to improve people’s quality based upon an ex-post evaluation of TransMilenio of life in cities. Founded in 2002 as a program of the prepared previously by EMBARQ’s Dario Hidalgo for World Resources Institute (WRI), EMBARQ operates Colombia’s National Planning Department, which also through a global network of centers in Brazil, China, drew upon analysis/modeling completed by Steer India, Mexico, Turkey and the Andean region.
    [Show full text]
  • Memoirs of an International Life
    MEMOIRS OF AN INTERNATIONAL LIFE REMEMBERING: GROWING UP, LIVING AND WORKING ON FIVE CONTINENTS William Keith Gamble ©2004 William Keith Gamble 2 TABLE OF CONTENTS CHAPTER PAGE 1 Growing up – The early years 1 2 Education – Country school and high school 37 3 Working my way through Iowa State College 46 4 The Navy and World War II 54 5 Return to civilian life and back to school 90 6 Starting my career 96 7 More education and a shift in career 105 8 Start on an international career 115 9 Burma – Living and working abroad 120 10 Up country – Developing an agricultural college 140 11 Our first home leave 155 12 Return to Pyinmana 162 13 Our second home leave and boarding school 186 14 Burma again – Kodikanal school 191 15 Cornell University 212 16 Back to Burma 228 17 A military coup and our early departure from Burma 248 18 A headquarters assignment 259 19 Mexico, Central America and the Caribbean 267 20 Colombia and Venezuela 322 21 West Africa 344 22 International Institute of Tropical Agriculture 376 23 New challenges – The International Service for National Agricultural Research 406 24 Retirement and Consulting 436 25 Life in full retirement 475 Countries visited on official business 477 3 4 INTRODUCTION This is a story written for my grandchildren, Allison, Bronwyn, Valerie, Kelly and Noah, so they may know something about my life and their heritage. It is also written for my children, Timothy, Thomas and Kathleen, to remind them of some of their experiences in their early years and it is also for their children to know more of the early life of their parents.
    [Show full text]
  • Meeting Report
    TMDWTS/2021 Meeting report Technical meeting on the future of decent and sustainable work in urban transport services (Geneva, 30 August–3 September 2021) Sectoral Policies Department Geneva, 2021 Copyright © International Labour Organization 2021 First edition 2021 Publications of the International Labour Office enjoy copyright under Protocol 2 of the Universal Copyright Convention. Nevertheless, short excerpts from them may be reproduced without authorization, on condition that the source is indicated. For rights of reproduction or translation, application should be made to ILO Publications (Rights and Licensing), International Labour Office, CH-1211 Geneva 22, Switzerland, or by email: [email protected]. The International Labour Office welcomes such applications. Libraries, institutions and other users registered with a reproduction rights organization may make copies in accordance with the licences issued to them for this purpose. Visit www.ifrro.org to find the reproduction rights organization in your country. Meeting report, Technical meeting on the future of decent and sustainable work in urban transport services (Geneva, 30 August–3 September 2021), International Labour Office, Sectoral Policies Department, Geneva, ILO, 2021. ISBN 978-92-2-034292-3 (print) ISBN 978-92-2-034293-0 (Web pdf) Also available in French: Rapport de réunion, Réunion technique sur l’avenir du travail décent et durable dans les services de transport urbain (Genève, 30 août–3 septembre 2021), ISBN 978-92-2-034304-3 (print), ISBN 978-92-2-034305-0 (Web pdf), Geneva, 2021, and in Spanish: Informe de la reunión, Reunión técnica sobre el futuro del trabajo decente y sostenible en los servicios de transporte urbano (Ginebra, 30 de agosto – 3 de septiembre de 2021), ISBN 978-92-2-034302-9 (print), ISBN 978-92-2-034303-6 (Web pdf), Genève, 2021.
    [Show full text]
  • Free E-Guide Mexico City Aztec Explorers
    Free e-guide Mexico City Aztec Explorers TIPS ON TRANSPORT WITHIN MEXICO CITY http://www.meetup.com/Internationals-in-Mexico-City-Mexican-Welcome/ http://www.meetup.com/Internationals-in-Mexico-City-Mexican-Welcome/ Taxis You will find a plentiful supply of affordable taxis across Mexico's cities, towns and villages. Getting around Mexico using taxis is surprisingly affordable, especially when compared to taxi fares in places like the USA and Europe. In Mexico City, it is best not to hail cabs off the street after dark. If you are unfamiliar with the city and don't speak Spanish, it's best to always use taxis from Taxi Ranks (Sitios) and never hail a cab from the street. Also if you travel with suitcases and / or expensive equipment it is better to use a Sitio / RadioTaxi. http://www.meetup.com/Internationals-in-Mexico-City-Mexican-Welcome/ Sitio Taxi / Radio Taxi Many cab drivers, especially those working in the capital, are now affiliating themselves with local taxi co-operatives, or companies that service fares from a base and / or pick people up when they telephone to book a ride. There are many good companies that will quote you a fare over the phone for the journey you request, and tell you the details of the car type/plate that will pick you up. Most hotels are affiliated to a local taxi firm, and some even have a sitio taxi rank outside, waiting for you to travel. The app ´Mapa de Ciudad de México´ has in integrated interactive map and directionary with most SitioTaxis.
    [Show full text]
  • Hearing Power in Mexico City a Dissertation Submitted in Partial Satisfa
    UNIVERSITY OF CALIFORNIA RIVERSIDE Resistance Resounds: Hearing Power in Mexico City A Dissertation submitted in partial satisfaction of the requirements for the degree of Doctor of Philosophy in Music by Anthony William Rasmussen September 2017 Dissertation Committee: Dr. Jonathan Ritter, Chairperson Dr. René T.A. Lysloff Dr. Leonora Saavedra Dr. Deborah Wong Copyright by Anthony William Rasmussen 2017 The Dissertation of Anthony William Rasmussen is approved: Committee Chairperson University of California, Riverside Acknowledgments The completion of this manuscript has truly been a community effort and I would be remiss if I failed to give credit to the people who, through their countless acts of kindness and sacrifices of time and energy, made all this possible. First, I must express my gratitude to the chilanga banda, my friends in Mexico City who opened doors for me, guided me, occasionally protected me, all the while encouraging me forward: Karla Ponce, Cuauhtémoc Alcántara, Ángel González, Mara Rodríguez, María González, Christian López-Negrete, Emiliano Suárez, and León Enríquez. I must give a special thanks to those who have directly contributed to the completion of this manuscript: to Oswaldo Mejía for your extraordinary support in arranging interviews, transcriptions, and for allowing me to include your photos; to Elizabeth Hernández for your assistance with interviews and transcriptions; and to Viviana Zuñiga Rojas, María Magdalena Alonso Pérez, Julie K. Wesp, and Karla Ponce for granting me permission to include your photos as well. I am deeply grateful to my dissertation committee: Jonathan Ritter, Leonora Saavedra, Deborah Wong, and René Lysloff. Your work has given me a standard of excellence to aspire to and without your stalwart support, priceless advice, and the liberty you have granted me, I would not have had the tools to conduct this research or the courage to complete it.
    [Show full text]
  • THE PURSUIT of LEGIBLE POLICY: Agency and Participation in the Complex Systems of the Contemporary Megalopolis
    GREY CITIES, GREEN INFRASTRUCTURE THE PURSUIT OF LEGIBLE POLICY: Agency and Participation in the Complex Systems of the Contemporary Megalopolis Newton Fund British Council CONACYT IIMAS - UNAM Laboratorio para la Ciudad Future Cities Catapult Superflux Royal College of Art Unidad de Protocolos Buró–Buró GREY CITIES, GREEN INFRASTRUCTURE THE PURSUIT OF LEGIBLE POLICY: Agency and Participation in the Complex Systems of the Contemporary Megalopolis Newton Fund British Council CONACYT IIMAS - UNAM Laboratorio para la Ciudad Future Cities Catapult Superflux Royal College of Art Unidad de Protocolos Buró–Buró The digital publication The Pursuit of Legible Policy: Agency and Participation in the Complex Systems of the Contemporary Megalopolis was conceived with the support of the Newton Fund and is product of the collaboration between the following institutions: The British Council, The Newton Fund, CONACYT, IIMAS - UNAM, Laboratorio para la Ciudad, Future Cities Catapult, Royal College of Art and Superflux. First edition, 2016 Editor Lacey Pipkin Designer Diego Aguirre Fernández Illustrations Juanjo Güitrón Editorial Coordinator Jorge Munguía Matute This electronic publication is for free distribution in its digi- tal presentation. Any printed version of this publication is not recognised by the publisher and is not registered under this ISBN. Digital ISBN of future publication: 978-607-96255-5-9 ©2016 by Buró Buró Oficina de proyectos culturales, S.C.; and the authors, illustrators and photographers. Published by: Buró Buró Oficina de proyectos culturales, S.C. Jalapa 27, Colonia Roma Mexico City, Mexico 06700 buroburo.org Mexico GREY CITIES, GREEN INFRASTRUCTURE THE PURSUIT OF LEGIBLE POLICY: Agency and Participation in the Complex Systems of the Contemporary Megalopolis Iván Abreu | Jon Ardern | Roberto Ascencio | Sofía Bosch | Jorge Camacho | Sergio R.
    [Show full text]
  • Transport Innovations from the Global South Case Studies, Insights, Recommendations
    CPB Corporate Partnership Board Transport Innovations from the Global South Case Studies, Insights, Corporate Partnership Board Recommendations Report Transport Innovations from the Global South Case Studies, Insights, Corporate Partnership Board Recommendations Report About the International Transport Forum The International Transport Forum at the OECD is an intergovernmental organisation with 60 member countries. It acts as a think tank for transport policy and organises the Annual Summit of transport ministers. ITF is the only global body that covers all transport modes. It is administratively integrated with the OECD, yet politically autonomous. ITF works for transport policies that improve peoples’ lives. Our mission is to foster a deeper understanding of the role of transport in economic growth, environmental sustainability and social inclusion and to raise the public profile of transport policy. ITF organises global dialogue for better transport. We act as a platform for discussion and pre-negotiation of policy issues across all transport modes. We analyse trends, share knowledge and promote exchange among transport decision makers and civil society. ITF’s Annual Summit is the world’s largest gathering of transport ministers and the leading global platform for dialogue on transport policy. Our member countries are: Albania, Argentina, Armenia, Australia, Austria, Azerbaijan, Belarus, Belgium, Bosnia and Herzegovina, Bulgaria, Canada, Chile, China (People’s Republic of), Croatia, Czech Republic, Denmark, Estonia, Finland, France, Georgia, Germany, Greece, Hungary, Iceland, India, Ireland, Israel, Italy, Japan, Kazakhstan, Korea, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Mexico, Republic of Moldova, Montenegro, Morocco, Netherlands, New Zealand, North Macedonia, Norway, Poland, Portugal, Romania, Russian Federation, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Tunisia, Turkey, Ukraine, the United Arab Emirates, the United Kingdom and the United States.
    [Show full text]