DOCSLIB.ORG

LA REORGANISATION DU SYSTEME DE TRANSPORT COLLECTIF DE SURFACE a CARACAS a PARTIR DE LA MISE EN SERVICE DU METRO Rosa Ocana Ortiz

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
LA REORGANISATION DU SYSTEME DE TRANSPORT COLLECTIF DE SURFACE a CARACAS a PARTIR DE LA MISE EN SERVICE DU METRO Rosa Ocana Ortiz LA REORGANISATION DU SYSTEME DE TRANSPORT COLLECTIF DE SURFACE A CARACAS A PARTIR DE LA MISE EN SERVICE DU METRO Rosa Ocana Ortiz To cite this version: Rosa Ocana Ortiz. LA REORGANISATION DU SYSTEME DE TRANSPORT COLLECTIF DE SURFACE A CARACAS A PARTIR DE LA MISE EN SERVICE DU METRO. Sciences de l’Homme et Société. Université Paris XII Val de Marne, 1993. Français. tel-00345085 HAL Id: tel-00345085 https://tel.archives-ouvertes.fr/tel-00345085 Submitted on 8 Dec 2008 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. Université de Paris XII- Val-de-Marne Institut d'Urbanisme de Paris LA REORGANISATION DU SYSTEME DE TRANSPORT COLLECTIF DE SURFACE A CARACAS A PARTIR DE LA MISE EN SERVICE DU METRO Thèse soutenue par : Rosa Virginia OCANA ORTIZ Sous le direction de : M. Henri COING pour l'obtention du Doctorat Multidisciplinaire du ' Nouveau Régime Jury: M... Rémy PRUD'HOMME (Président) M. Alain BIEBER M. Jean REVEL-MOUROZ M. Oscar FIGUEROA Avril 1993 Sommaire. Introduction Générale 2 Chapitre I: Caracas et son système de transport collectif 20 1.1) L'économie vénézuélienne et la ville de Caracas 21 1.2) Le système de transport collectif de Caracas 48 1.3) Ressemblances dans l'organisation du transport collectif avec d'autres villes d'Amérique Latine 91 Conclusions 93 Chapitre H: La nécessité d'une réorganisation du système de transport collectif de Caracas à partir du métro 98 2.1) La réorganisation, est-elle la solution au problème de transport collectif de Caracas ? 99 2.2) Le projet d'un métro pour Caracas: point fort de la réorganisation du transport collectif 107 2.3) L'intégration : un volet de la réorganisation 118 2.4) Chronique d'une "restructuration" manquée 136 Conclusions 147 Chapitre III: Les changements après la mise en service du métro 150 3.1) La mise en service du métro 151 3.2) Les changements observés dans l'offre de transport collectif de surface entre 1982 et 1988 158 3.3) Les changements constatés par les transporteurs 226 Conclusions 233 Chapitre IV: Métrobus : une autre voie de restructuration ? 236 4.1) Le service métrobus 237 4.2) Etapes de mise en place du service métrobus 260 4.3) L'organisation du métrobus 268 4.4) L'intégration métro-métro bus 272 Conclusions 274 Conclusions générales 278 Bibliographie 284 Annexes 295 Liste de tableaux Liste de schémas "Un grand merci à mon papa, ma maman, mon ... " Oh pardon, je me trompe d'endroit, ici c'est la fameuse, l'incontournable, la délicieuse page des remerciements. Surtout ne pas oublier Henri, Mauro, Sébastian, Negda, Bruno, Dominique, Oscar, Etienne, Maïgua, Bea, Mariscal, Marius, Lola, Valentin et ... Oh attendez je l'ai sur le bout de la langue... Euh, son nom commence par un, un J je crois... Oui, un grand brun ténébreux, le regard un peu flou mais les idées claires... Je ne peux non plus omettre de citer ma concierge, la puéricultrice de la crèche de Sébastian, le chauffeur du bus 38, la petite libraire du coin de la rue, la bibliothécaire du 14 éme, la dame pipi du bâtiment F et toujours celui dont malheureusement j'ai oublié le nom. Bref un grand merci à tout le monde, car sans votre aide, votre compréhension, votre patience et vos encouragements j'y serais encore. El puis j'aimerai adresser un petit salut amical à une dame, une grande dame que j'ai rencontré ici il y a tout juste sept ans. Certes elle n'est pas toujours d'humeur égale, ses chauds et ses froids peuvent surprendre une native des caraïbes comme moi, son cartésianisme et sa droiture font un peu peur au premier contact, ses fumées grises et ses odeurs réveillent ma fibre écolo, mais elle est foncièrement humaine. Ronde, dense, intelligente et coquette, Paris est devenue une amie fidèle. Au moindre petit coup de blues elle ouvrait grand les portes de ses bistrots, et quand poursuivie par le flot des mots de la thèse je désirais fuir, elle me prenait par la main et me dirigeait vers une salle obscure où pendant 1 heure trente à raison de 24 images par secondes, je m'évadais loin puis revenais heureuse et calme vers mes chères études pour affronter un nouveau chapitre. Certes Paris ce n'est pas Caracas, ma chère ville native, et même si toutes les deux ont en commun un goût prononcé pour les choses de l'art, des mots, des pierres et des hommes, il existe à Paris quelque chose que Caracas ne connaît plus depuis longtemps déjà, le sens de la circulation. A pieds, en vélo, à cheval, en voiture, en métro, en bus, en hélicoptère et en patins roulettes, ici la circulation est libre, variée, et quelquefois personnalisées. Voici une ville que rien n'arrête ni ne paralyse. Paris est une muse qui m'a inspiré et permis une meilleure circulation de mes pensées, une ville que j'aime tout simplement, et à qui je dédie un petit morceau de la thèse. INTRODUCTION GENERALE -2- Introduction Générale: Pourquoi cette recherche: A Caracas comme dans la plupart des villes où il a été envisagé de mettre en place un métro, celui-ci est conçu comme l'épine dorsale du système de transport de la ville. Pour mettre cette conception en pratique il est normalement nécessaire de restructurer le réseau de transport de surface et de repenser le système de transport. Le modèle promu par la RATP, concepteur du métro de Caracas, implique en particulier de s'attacher aux relations entre les différents modes de transport, à travers la création d'une autorité organisatrice de transport et une intégration intermodale (physique, tarifaire et institutionnelle). A Caracas, comme ailleurs, ces problèmes étaient abordés dans le projet du métro. Cependant, sur le terrain, on n'y apporta pas de solutions concrètes. D'où l'objet de cette recherche, de connaître la transformation de l'offre de transport collectif urbain de Caracas après la mise en service du métro et de comprendre pourquoi l'intégration des différents modes de transport collectif urbain a été impossible. Les Questions : La question principale que nous cherchons à résoudre dans cette recherche est la suivante : - Pour quoi il n'y a pas eu une réorganisation dans le système de Transport Collectif Urbain de Surface à Caracas avec la mise en place du métro ? -3- Les questions secondaires sont les suivantes : - N'y a t-il eu cependant une modification substantielle ("adaptation") et "spontanée" de l'offre de transport collectif liée à la mise en service du métro ? Comment et pourquoi ?. - Le service métrobus est l'amorce de la restructuration de surface que l'Etat n'a pas pu "induire" ? Problématique : 1) Le métro a besoin d'une intégration intermodale. Pourquoi est-il nécessaire d'intégrer les différents modes de transport en commun lorsqu'un métro est mis en place ? Selon les différents chercheurs et techniciens, l'implantation d'un train métropolitain représente d'énormes sommes d'argent qui doivent être rentabilisées. La façon la plus évidente de le faire, c'est de transformer le métro en épine dorsale du système de transport collectif de la ville où il a été implanté. C'est à dire, le train métropolitain deviendrait l'élément principal du réseau de transport collectif, alimenté par les autres sous-systèmes, qui seraient à leur tour alimentés par celui-ci. Cette idée a comme base une "utilisation rationnelle" des ressources, et une répartition "rationnelle" du marché entre les différents sous-systèmes de transport collectif, et ceci en rapport avec les capacités et les qualités de chacun des modes de transport collectif qui se trouvent dans la ville. Autrement dit, l'implantation d'un métro et son intégration avec les autres segments de l'offre, permettraient la mise en place d'un réseau hiérarchisé des transports. -4- Qu'est-ce que l'intégration ? On peut définir l'intégration comme une forme d'organisation des transports urbains à travers laquelle, l'on essaye d'optimiser les ressources existantes, en vue d'une utilisation rationnelle des ressources. Le but le plus important de l'intégration est la hiérarchisation des modes de transport par rapport à leur efficacité réelle dans un contexte donné. Les techniciens distinguent quatre dimensions de l'intégration: intégration physique, opérationnelle, tarifaire et institutionnelle. L'intégration physique est la cohésion (conjugaison) spéciale de deux ou plusieurs modes de transport, de façon à permettre le transfert d'usagers d'un système à un autre, d'assurer la continuité des flux de déplacements. Intégrer c'est donc redessiner les réseaux pour les rendre cohérents entre eux, hiérarchisés et complémentaires. C'est aussi aménager les lieux d'interconnexion. Cette intégration implique en effet beaucoup plus qu'une simple proximité physique. L'idée c'est de transmettre à l'usager la sensation d'un voyage continu. Alors, il est nécessaire que le contact entre les systèmes soit réalisé à travers des installations adéquates qui procurent des transferts rapides, sûrs et confortables. L'intégration des réseaux de transports guidés est à priori la plus aisée, à cause de l'invariabilité de leurs tracés. L'intégration physique des bus et des minibus suppose une restructuration des réseaux pour éviter des tracés superposés à ceux d'autres modes.
Load more

Recommended publications
  • Presentación De Powerpoint
    COMPREHENSIVE SOLUTIONS FOR TRANSPORT urban transport GLOBAL ENGINEERING AND CONSULTANCY Ineco Ineco is a global leader in transport engineering and consultancy. For over 45 years, its expert team of around 2,500 employees has been contributing to the development of infrastructures in the aviation, railways, roads, urban transport and port sectors, offering solutions in more than 45 countries. Global leader in transport engineering and consultancy EXPERTS IN TRANSPORT Experts Experts in engineering and consultancy on airports, air traffic, conventional and high-speed railway systems, logistics, urban transport, ports and roads. MULTIMODAL PROJECTS Markets AVIATION RAILWAYS We provide the knowledge in ROADS engineering and consultancy our clients need for the URBAN development and management TRANSPORT of their transport systems. PORTS This knowledge extends to all BUILDING sectors: aviation (including air transport, airports and air navigation), railways, roads, urban and sea transport and building. MULTIMODAL PROJECTS PLANNING Solutions DESIGN Ineco offers comprehensive and CONSULTANCY innovative solutions for all phases of a project, from feasibility WORKS studies to the commissioning and OPERATION AND execution, including the MAINTENANCE improvement of management, operational and maintenance PROJECT MANAGEMENT processes. SYSTEMS ENVIRONMENT INECO AND INNOVATION Innovation at the service of transport Ineco invests in research, development and innovation to increase the competitiveness and the quality of its services. Algeria Mali Argentina
    [Show full text]
  • Sabaneta to Miraflores: Afterlives of Hugo Chávez in Venezuela
    Sabaneta to Miraflores: Afterlives of Hugo Chávez in Venezuela The inner-city parish of La Vega sits in the lush mountain terrain of Western Caracas. Roughly 130,000 poor residents are cordoned off sociologically from nearby El Paraíso, a wealthy neighborhood that supplies the clients for the upscale shopping center that separates the two communities. In La Vega, the bottom 20 percent of households live on US$125 per month, while the average family income is $US409. Well over a third of households are led by a single mother. Proletarians of mixed African, indigenous, and European ancestries populate the barrio’s informal economies.[1] In Venezuela, one of the most urbanized countries in Latin America, these households constitute a key demographic base of chavismo. Six years ago, the journalist Jacobo Rivero asked a 50-year-old black woman from La Vega what would happen if Chávez died. The Bolivarian process “is irreversible,” she told him, its roots are too deep to be easily torn asunder in the absence of el comandante. In the years since Chávez’s rise to the presidency in 1999—an interval of unprecedented popular political participation and education for the poor—the woman had learned, for the first time, the history of African slavery and the stories of her ancestors. The historical roots of injustice were being demystified, their causes sorted out. Dignity was being restored in inner-city communities, and their political confidence was on the rise. There had been motive, it now seemed to her, behind the manufactured ignorance of the
    [Show full text]
  • Services Throughout the Life Cycle of the Whole Infrastructure Project, from Preliminary Studies to Commissioning and Maintenance
    Comprehensive approach in our projects We offer services throughout the life cycle of the whole infrastructure project, from preliminary studies to commissioning and maintenance. With vast experience in metro, light rail or URBAN ES tram networks, Ineco applies the most innovative, efficient and eco-friendly technological advances to develop an efficient and C sustainable transport system suited to the needs of each city. www.ineco.com MOBILITY • Strategic planning TRANSPORT ENGINEERING AND CONSULTANCY • Transport planning RVI • Sustainable Urban Mobility Plans • Feasibility studies E • Traffic engineering • Demand studies S • Traffic models • Environmental assessments and studies • Preliminary and detail projects • Systems integration • Architecture and urban planning • Geological, geotechnical and hydrological studies • Technical assistance in public tenders • Contract structuring, public-private collaborations and project finance • Due diligence in relation to concessions • Construction management • Supervision and surveillance of works execution • Tests, approvals, standards, and technical specifications • Rolling stock certification Africa America Europe Asia & Middle East Algeria Argentina Bulgaria India Angola Bolivia European Jordan Cape Verde Brazil Commission Kazakhstan Egypt Chile Croatia Kuwait Ethiopia Colombia Denmark Nepal PTIMISING Kenya Costa Rica Estonia Oman Mali El Salvador Greece Philippines Morocco Ecuador Italy Qatar Mauritania Jamaica Lithuania Saudi Arabia Namibia Mexico Norway Singapore Uganda Panama Poland United
    [Show full text]
  • Press Release
    Press release 27 October 2011 Contract worth €325 million Alstom to supply line 2 of Los Teques metro in Venezuela « Consorcio Linea 2 »1 has awarded a contract globally worth €530 million to the Alstom-led consortium “Grupo de Empresas” to build the second line of Los Teques metro in Miranda State, Venezuela. The line, 12 km long and served by 6 stations, will enter service in October 2015. Alstom’s share of the contract is worth around €325 million. Alstom – which has a share of the consortium of over 60%, along with Colas Rail (22%) and Thales (17%) - will undertake the global coordination of the project, including engineering, integration and commissioning of the electromechanical works on a turnkey basis. In addition, the company will supply 22 metro trains of 6 cars each, medium voltage electrification, traction substations and part of the signalling equipment. The metro trains are from the Alstom’s standard Metropolis platform. Los Teques metro is a suburban mass-transit extension of the Caracas metro system (opening of the first line in 1983, 4 lines currently in commercial service, 600 cars supplied by Alstom). It has been designed to connect the Venezuelan capital to the city of Los Teques. The contract for the supply of the electromechanical system for the line 1 (9.5 km, 2 stations) was signed in October 2005 during a bilateral meeting between France and Venezuela in Paris. This line was inaugurated before the last Presidential elections in November 2006. Line 1 of Los Teques metro currently carries over 42,000 passengers per day.
    [Show full text]
  • Achievements and Shortcomings of the Venezuelan Government in Value Capture
    Achievements and Shortcomings of the Venezuelan Government in Value Capture Oscar Olinto Camacho and Ariana Tarhan ©1998 Lincoln Institute of Land Policy Working Paper The findings and conclusions of this paper are not subject to detailed review and do not necessarily reflect the official views and policies of the Lincoln Institute of Land Policy. Please do not photocopy without permission of the Institute. Contact the Institute directly with all questions or requests for permission. Lincoln Institute Product Code: WP98OC1 Abstract The study begins with a bibliographic review of the historical background and the existing legal framework for the capture of value increments. It goes on to examine cases where value capture could have been applied and the modalities that were proposed for doing so. In Venezuela value capture is an eminently municipal revenue source, but it has not been prioritized by municipalities. In addition, current legislation regulating both the betterment levy and the levy on value increments presents difficult obstacles to their collection due to contradictory legal provisions and to requirements that must be met for the State to acquire revenue from these two sources and return it to the community. The opposition of political and social sectors to the betterment levy is also noted in the conclusions, as is the fact that due to “easy money” resulting from petroleum income the country lacks the cultural and ethical bases for the willing payment of taxes. About the Authors Oscar Olinto Camacho: Degree in architecture, 1965: Universidad Central de Venezuela, Faculty of Architecture and Urbanism. Master’s in Urban Planning, 1970: Architectural Association (AA) London.
    [Show full text]
  • Latin American Metro and Subway Association (Alamys)
    3/27/2014 Bulettin FAL No. 179 - July 2001 - LATIN AMERICAN METRO AND SUBWAY ASSOCIATION (ALAMYS) Issue No. 178, June 2001 LATIN AMERICAN METRO AND SUBWAY ASSOCIATION (ALAMYS): A 15-YEAR RECORD OF SERVING THE CITIZENRY This issue of the Bulletin introduces the reader to the Latin American Metro and Subway Association (ALAMYS), which throughout its 15-year history has supported a variety of initiatives aimed at improving the quality of services provided by urban mass transit railway systems. At its most recent general assembly, held in Madrid, Spain, in December 2000, ALAMYS set up several technical committees to improve its operational efficiency so that it can progress as an organization and achieve its goals. This article was written by Aurelio Rojo Garrido, [email protected], current secretary general of ALAMYS and operations manager of Metro de Madrid, S.A. For further information, please visit the ALAMYS website at http://www.alamys.cl/. 1. ALAMYS: A 15-YEAR RECORD ALAMYS was established (initially under the name of Latin American Committee for Metros and Subways, CLM) at a founding seminar held in Rio de Janeiro, Brazil, in 1986, in response to the need to share concerns and experiences in this sector. Following the precedent and example of other international organizations, and in view of the shared interests of the founding countries, a pact was signed on 14 October 1987 for the purpose of going even further in recognizing the member states’ affinities in terms of both technical specifications and geography. As a result of that pact, the first meeting was held in Caracas, Venezuela, to officially establish ALAMYS.
    [Show full text]
  • Provision of Travelway Space for Urban Public Transport in Developing Countries
    Provision of Travelway Space for Urban Public Transport in Developing Countries Table of Contents Provision of Travelway Space for Urban Public Transport in Developing Countries.................................1 FOREWORD..........................................................................................................................................1 I. TRAVELWAYS FOR PUBLIC TRANSPORT IN DEVELOPING COUNTRIES...................................2 A. Introduction..................................................................................................................................2 B. Characteristics of travel demand.................................................................................................3 C. Low−cost mass transit options....................................................................................................8 D. The impact of public transport segregation...............................................................................22 E. Planning considerations.............................................................................................................25 F. Strategy for development...........................................................................................................34 BIBLIOGRAPHY............................................................................................................................36 ENDNOTES...................................................................................................................................39 II. CASE
    [Show full text]
  • [Sample B: Approval/Signature Sheet]
    “Motherland, Socialism, or Death”: A Narrative Look at Morality and the Citizen in Hugo Chávez’s Bolivarian Revolution A Thesis submitted in partial fulfillment of the requirements for the degree of Master of Science at George Mason University By Sarah Ochs Master of Science George Mason University, 2014 Bachelor of Arts St. John’s College, 1998 Director: Daniel Rothbart, Professor School of Conflict Analysis and Resolution Spring Semester 2014 George Mason University Fairfax, VA Copyright: 2014 Sarah Ochs All Rights Reserved DEDICATION I dedicate this work to my family, whom I can credit for my love of Latin America. ii ACKNOWLEDGEMENTS I acknowledge the tremendous support, help, and encouragement from the following people: My parents, Bienvenida and Alfred Ochs, Susanna Campbell for our weekly chats, Isaac Regelson, for absolutely everything, Mimi Regelson, for editing my thesis and conversations about writing, the library at George Mason, the Digital Library of Latin America (dLOC), Sally Evans and team at UDTS, and most importantly, my committee, Daniel Rothbart, Sara Cobb, and Mark Goodale. iii TABLE OF CONTENTS Page Abstract............................................................................................................................ vi Chapter One ......................................................................................................................2 Section 1.1 Introduction................................................................................................... 2 Section 1.2 Scholarly Context.........................................................................................
    [Show full text]
  • Community Security in Caracas: the Collective Action of Foundation Alexis Vive
    COMMUNITY SECURITY IN CARACAS: THE COLLECTIVE ACTION OF FOUNDATION ALEXIS VIVE A Thesis submitted to the Faculty of the Graduate School of Arts and Sciences of Georgetown University in partial fulfillment of the requirements for the degree of Master of Arts in Latin American Studies By Jonathan Weinstock, B.A. Washington, DC August 25, 2015 Copyright 2015 by Jonathan Weinstock All Rights Reserved ii COMMUNITY SECURITY IN CARACAS: THE COLLECTIVE ACTION OF FOUNDATION ALEXIS VIVE Jonathan Weinstock, B.A. Thesis Advisor: Marc W Chernick, Ph.D. ABSTRACT This thesis is divided into two arguments. The first part is an argument for community security: a community-based vision of human security, which conflates development and personal security. Social movements then animate community security, addressing local problems and creating endogenous solutions. Arturo Escobar’s work on post-development theory and Raúl Zibechi’s new social movements as territories in resistance best explains this phenomenon. At the community level, I utilize Stephen Schneider’s work on community crime prevention and organic mobilization as complex and difficult to maintain. With this lens, I establish an analytical framework for community security movements based on the themes of identity, praxis, constituency and autonomy. Examinations on gender relations, networks, violence and production are also weaved into the analysis. The second part is an argument that a Caracas (Venezuela) based group is a community security movement and that this analytical framework is best fitted for understanding them. Though Caracas is among the most insecure and politically turbulent cities in Latin America, small pockets of peace exist in working class neighborhoods.
    [Show full text]
  • Work the WORLD with Us
    Work the WORLD with us From January 2014, Global Tunnelling Experts (GTE) has participated and staffed 185 projects in 42 countries (green countries on the map above). During the last couple of years Global Tunnel- ling Experts, in average, have had more than 600 assignments pr. year. Part of our success is that our clients are supported from our 8 offices and rep- resentations in Denmark, France, Germany, The Netherlands, Qatar, Singapore, Spain and the United Kingdom. GTE have the experience and will get you the right person for the job DETAILED REFERENCELIST ALGERIA CANADA Yuncheng – Shanxi Dashuiwang Water Constantine – Beni Haroun PK 9 Kemano – Hydro Power T2 Completion Tunnel Diversion Project Saskatoon – Jansen Mine Xiamen – Metro Line 2 Phase 1 ARGENTINA Toronto – Coxwell Bypass Buenos Aires – Aguas del Parana Toronto – Crosstown COLOMBIA Buenos Aires – Riachuelo Margen Izquierdo Lot 1 Vancouver – Evergreen Line Bogota – Interceptor Tunjuelo Canoas Buenos Aires – Riachuelo Margen Izquierdo Lot 3 Vancouver – Water Supply Tunnel Outfall CZECH REPUBLIC Buenos Aires – Sarmiento CHILE Pilsen – Ejpovice Tunnelcomplex Buenos Aires – Tunel Aliviador Vega El Teniente – Mine El Teniente Las Lajas – Alto Maipo HEPP DENMARK AUSTRALIA Los Condores – Mine Los Condores Copenhagen – Damhusledningen Brisbane – Northern Link Santiago – Alto Maipo HEPP Copenhagen – Metro Line M4 Sydhavn Gold Coast – Marine Parade Volcano – Alto Maipo HEPP Extension Newcastle – Hunter Valley Water Melbourne – Spencer St Sewer Upgrade project CHINA ECUADOR Melbourne
    [Show full text]
  • Descargar Investigación
    . En el presente trabajo, los sistemas a estudiar se clasificarán en: FERROCARRILES: Material rodante, vías, túneles, puentes y sistemas de control ubicados en: Ferrocarril Central Ezequiel Zamora, tramos: Caracas-Tuy Medio, Tuy Medio-La Encrucijada y La Encrucijada-Puerto Cabello. Ferrocarril Centro Occidental, tramos: Puerto Cabello-Barquisimeto- Yaritagua-Acarigua, Acarigua-Turén y Turén-El Baúl. Ferrocarril Centro Sur (Ferrocarril de los Llanos), tramos: Chaguaramas- Las Mercedes-Cabruta-Caicara y San Juan de los Morros-Dos Caminos- Calabozo-San Fernando. Ferrocarril Norte Llanero, tramo: Tinaco-El Pao-Ortiz-Chaguaramas-Valle de la Pascua-Anaco. Ferrocarril Oriental, Tramo: Puerto Ordaz-Maturín-Puerto de Aguas profundas en Sucre. METROS: Infraestructura, material rodante, vías, puentes y sistemas de control ubicados en: Metro de Caracas: i. Rehabilitación de la Línea 1 ii. Línea 3, tramo: El Valle - La Rinconada iii. Línea 4, tramo: Capuchinos - Zona Rental Plaza Venezuela iv. Línea 5, tramo: Zona Rental-Bello Monte-Las Mercedes-Parque Simón Bolívar-Bello Campo-Miranda II v. Línea 6, tramo: Miranda II-Monte Cristo-Boleíta-El Marqués- Warairarepano vi. Metro Caracas-Guarenas-Guatire, tramo: Warairarepano - Caucaguita- Belén - Guarenas 1- Guarenas 2 - Guatire 1- Guatire 2 vii. Cabletrén Bolivariano, tramo: Petare II – 19 de Abril – 5 de Julio – 24 de Julio – Warairarepano viii. Metro Cable: Metro Cable de San Agustín, tramo: Parque Central II – Hornos de Cal – La Ceiba – El Manguito – San Agustín. Metro Cable de Mariche, tramos: Palo Verde II – Mariche, Palo Verde III – Guaicoco – La Dolorita – La Dolorita Bloque. Oros proyectados Metro de Los Teques, tramos: Línea 1: Las Adjuntas-Ayacucho-Alí Primera y Línea 2: Alí Primera – Guaicaipuro – Independencia - Los Cerritos – Carrizal - La Carbonera – Las Minas – San Antonio.
    [Show full text]
  • Flandes Indiano Chiloense: Un Patrimonio Invencible En El Tiempo
    Attracting higher income class to public transport, in socially clustered cities. The case of Caracas. Atracción del mayor nivel de ingresos al transporte público en las ciudades socialmente segregadas. El caso de Caracas. Attracting higher income class to public transport, in socially clustered cities. The case of Caracas. Atracción del mayor nivel de ingresos al transporte público en las ciudades socialmente segregadas. El caso de Caracas. Josefina Flórez Filiación Universidad Simón Bolívar (Caracas) Abstract In Caracas, as in most socially clustered cities, modal split is highly related to income. High income population is mostly car dependant, while lower income people are captive of public transport. This typical situation is explained by world-wide social values and fashion but also by the fact that new, segregated residential areas for the upper social levels have been located in areas poorly served by public transport, creating a dependency on the private car. It is not surprising that, during the 1970's, a high proportion of Caracas's middle and high-income citizens were systematically using their car even in areas where there was a good offer of public transport. What is more unusual is to realise that, since 1983 when the metro system was inaugurated, there is a new pattern of travel behaviour. The metro has mainly attracted high- income people. Besides the few of them who have transferred from surface to underground public transport, many of the wealthier patrons seem to be regular car users that presently take the metro when it provides a good alternative. Currently, the transit system in Caracas is comprised of four main modes: the metro (since 1983); the "por puesto", which are minibus vehicles of 18 to 32 seats; the jeeps, which are dual traction vehicles of up to 12 seat (most of them serving hilly areas, basically slums); and the bus system, consisting of metro-bus and private operators.
    [Show full text]